Federal Register / Vol. 79, No. 118 / Thursday, June 19, 2014 / Rules and Regulations 35037 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2012–0415; Directorate 

Identifier 2008–SW–065–AD; Amendment 

39–17865; AD 2014–12–04] 

RIN 2120–AA64 

Airworthiness Directives; Bell 

Helicopter Textron, Inc. (BHTI) 

Helicopters 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule. 

SUMMARY: We are superseding 

Airworthiness Directive (AD) 2003–01– 

04 for BHTI Model 204B, 205A, 205A– 

1, 205B, and 212 helicopters. AD 2003– 

01–04 required inspecting the main 

rotor grip (grip) and reporting certain 

inspection results to the FAA. AD 2003– 

01–04 also required performing 

additional inspections, repair, or 

replacement depending on whether a 

crack or delamination was found, and 

determining and recording the hours 

time-in-service (TIS) and the engine 

start/stop cycles for each grip on a 

component history card or equivalent 

record. This new AD requires the same 

actions as AD 2003–01–04 but adds a 

retirement life to certain grips and 

expands the applicability to include the 

Model 210 helicopter and additional 

part-numbered grips. This AD was 

prompted by the discovery of additional 

cracked grips. We are issuing this AD to 

prevent failure of a grip, separation of a 

main rotor blade, and subsequent loss of 

control of the helicopter. 

DATES: This AD is effective July 24, 

2014. 

The Director of the Federal Register 

approved the incorporation by reference 

of a certain publication listed in this AD 

as of January 30, 2003 (68 FR 1955, 

January 15, 2003). 

ADDRESSES: For service information 

identified in this AD, contact BHTI, P.O. 

Box 482, Fort Worth, TX 76101, 

telephone (817) 280–3391, fax (817) 

280–6466, or at http:// 

www.bellcustomer.com/files/. You may 

view this 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, 

2601 Meacham Blvd., Fort Worth, Texas 

76137, telephone (817) 222–5170, fax 

(817) 222–5783, email mike.kohner@

faa.gov or 7-avs-asw-170@faa.gov. 

SUPPLEMENTARY INFORMATION: 

Discussion 

We issued a notice of proposed 

rulemaking (NPRM) to amend 14 CFR 

part 39 to supersede AD 2003–01–04, 

Amendment 39–13015 (68 FR 1955, 

January 15, 2003) (AD 2003–01–04). AD 

2003–01–04 applied to certain BHTI 

Model 204B, 205A, 205A–1, 205B, and 

212 helicopters. AD 2003–01–04 

required inspecting each grip, reporting 

certain inspection results to the FAA, 

and performing additional inspections, 

repair, or replacement depending on 

whether a crack or delamination was 

found. AD 2003–01–04 also required 

determining and recording the hours 

TIS and the engine start/stop cycles for 

each grip on a component history card 

or equivalent record. 

The NPRM published in the Federal 

Register on April 20, 2012 (77 FR 

23638) and proposed to require the 

same actions as AD 2003–01–04 but add 

a retirement life to certain grips and 

expand the applicability to include the 

Model 210 helicopter and additional 

part-numbered grips. Specifically, the 

NPRM proposed: 

• Within 10 hours TIS, determining 

and recording the hours TIS and the 

engine start/stop cycles for each grip on 

a component history card or equivalent 

record. 

• Within 10 hours TIS and thereafter 

at intervals not to exceed 25 hours TIS, 

visually inspecting the exposed surfaces 

of the upper and lower tangs of each 

grip for a crack, using a 10-power or 

higher magnifying glass. 

• At specified intervals, depending 

on the hours TIS or the engine start/stop 

cycles, conducting initial and repetitive 

ultrasonic (UT) inspections of each grip. 

• At intervals not to exceed 1,200 

hours TIS or 24 months, whichever 

occurs first, inspecting each buffer pad 

on the tang inner surfaces for 

delamination, and removing the buffer 

pad and inspecting the grip surface for 

corrosion and other damage if there is 

delamination. 

• Within 2,400 hours TIS or at the 

next overhaul of the main rotor hub, 

whichever occurs first, and thereafter at 

intervals not to exceed 2,400 hours TIS, 

inspecting the surface of each affected 

grip for corrosion or other damage and 

conducting a fluorescent penetrant 

inspection of the grip for a crack. 

• Before further flight, repairing or 

replacing any grip that has a crack, 

corrosion, or other damage. 

• Before further flight, removing any 

grip, part number (P/N) 204–011–121– 

009 or ASI–4011–121–9, that has 15,000 

or more hours TIS; and removing any 

grip, P/N 204–011–121–121, that has 

25,000 or more hours TIS. 

• Establishing a new retirement life of 

15,000 hours TIS for grip, P/N 204–011– 

121–009 or ASI–4011–121–9, and 

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

121–121. 

This AD was prompted by the 

discovery of additional cracked grips. 

We are issuing this AD to prevent 

failure of a grip, separation of a main 

rotor blade, and subsequent loss of 

control of the helicopter. 

Comments 

After our NPRM (77 FR 23638, April 

20, 2012) was published, we received 

comments from six commenters. 

Request 

Alpine Helicopters Ltd., Eagle Copters 

Ltd., Wildcat Helicopters, Inc., and two 

commenters from BHTI disagreed with 

the proposed life limit because the 

inspection procedures are sufficient to 

detect a crack in the grips. 

We do not agree. The life limits for 

the –009 and –121 grips are necessary 

to correct the unsafe condition. While 

the UT inspections of the grips have 

increased the level of safety because 

grips have been discovered with a crack 

using this technique, we disagree with 

relying solely on the repetitive UT 

inspections of the lower grip tang 

without establishing a retirement life. 

Using a safety-by-inspection approach 

for a critical component has been shown 

to have an inherent amount of risk. 

Early failures of these grips, which have 

not been attributed to mechanical or 

other damage, have indicated the need 

to establish a retirement life to avoid 

possible cracking in the future. 

Eagle Copters, Ltd., and Wildcat 

Helicopters, Inc., requested that we 

consider implementing shorter 

inspection intervals or a higher level of 

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35038 Federal Register / Vol. 79, No. 118 / Thursday, June 19, 2014 / Rules and Regulations 

training and experience to complete the 

inspections. 

We disagree because we do not 

believe shorter inspection intervals or a 

higher level of training would provide 

an adequate long term solution to 

correct the unsafe condition. The risk of 

the onset of fatigue cracking in a grip 

from other than induced damage and its 

subsequent failure continually increases 

the further the part’s safe-life 

(retirement life) is exceeded. 

Eagle Copters Ltd., Wildcat 

Helicopters, Inc., Alpine Helicopters 

Ltd., and one commenter from BHTI 

expressed concern that a sufficient 

number of replacement parts will not be 

available. Eagle Copters Ltd., and 

Wildcat Helicopters, Inc., specifically 

requested that affected grips with no 

known time-in-service be allowed to 

remain in service for up to 3 years. 

We disagree. While every effort is 

made to avoid grounding of aircraft, the 

FAA must nonetheless take action to 

correct an unsafe condition, such as the 

one in this case. 

Eagle Copters, Ltd., and Wildcat 

Helicopters Inc., requested that we 

increase the retirement life of the grips. 

Eagle Copters, Inc. requested that we 

increase the retirement life of the –009 

grip from 15,000 hours TIS to 25,000 

hours TIS, because a life limit of 15,000 

hours TIS is not justified based on 

service history of the –009 grip. Wildcat 

Helicopters, Inc., requested that we 

increase the retirement life of the –009 

and –121 grip to 30,000 hours TIS. 

Similarly, Satria Air Service (SAS) 

requested that we conduct further 

research on these failures and 

questioned our calculation of the 

proposed life limits. SAS stated that the 

proposed retirement life for the –121 

grip is higher than the –009 grip even 

though the –121 grip is more prone to 

failure, which would indicate the need 

for a lower retirement life. SAS further 

stated that in a recent failure, the –121 

grip had only accumulated 4,900 hours 

TIS, which is less than the proposed 

retirement life of 25,000 hours TIS. SAS 

also noted the 150 hour TIS repetitive 

inspection interval of the –121 grip is 

lower than the 400 hour TIS repetitive 

inspection interval for the –009 grip, 

which indicates there is a reason for the 

shorter inspection interval on the –121 

grip. 

We disagree with the request to 

increase the life limits of the grips, as 

this would not provide an acceptable 

level of safety in addressing the unsafe 

condition. The retirement lives for the 

–009 and –121 grips were determined 

using a crack initiation methodology 

(e.g., using the S–N curves and Miner’s 

Rule). This method accounts for damage 

induced by fatigue loading but does not 

account for flaws and defects due to 

manufacturing or in-service conditions. 

The apparent discrepancy raised by the 

commenters can be explained by 

different sets of material properties 

being used to determine the retirement 

lives and inspection intervals for the 

grips. The material for the –121 grips 

was originally changed because of stress 

corrosion cracking that was occurring in 

the barrel of the –009 grips. Different 

materials will have varying levels for 

susceptibility to different types of 

damage. A more ‘‘failure prone’’ 

component may not necessarily warrant 

a lower retirement life. Early failures 

can occur from a crack initiating from 

damage induced by other than fatigue. 

Several of the failed –121 grips were 

also found with cracking at multiple 

origins. This would explain the 

apparent discrepancy of –121 grips 

having a shorter interval for UT 

inspections but yet a higher retirement 

life. 

SAS requested that we change the 

proposed method for calculating the life 

of a grip with an unknown total of hours 

TIS, as it is impractical because grips 

are often in storage as spare parts or as 

a subcomponent of a main rotor hub 

assembly which may have been out of 

service. The commenter suggested 

assigning a fixed high time to a time 

since new unknown part, to allow an 

operator to plan for replacement at the 

next scheduled overhaul. 

We partially agree. We agree that 

establishing a realistic in-service life for 

a component which is currently 

unlimited and only required to be 

replaced when damaged or corroded 

beyond repair is difficult. We disagree 

that the proposed method should be 

changed, however, because it is the 

same method as that in AD 2003–01–04 

(68 FR 1955, January 15, 2003); only the 

number of hours TIS have been revised 

with our proposal. As far as allowing an 

operator time to plan for replacing a 

part, the proposed life limits are based 

on the actions we determine necessary 

to address the unsafe condition. 

FAA’s Determination 

We have reviewed the relevant 

information, considered the comments 

received, and determined that an unsafe 

condition exists and is likely to exist or 

develop on other helicopters 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. In 

paragraph (a) of this AD, the reference 

to ‘‘the following model helicopters’’ 

has been changed to reference ‘‘the 

model helicopters listed in Table 1 to 

Paragraph (a) of this AD’’ instead. 

‘‘Figure 1 to Paragraph (f)’’ has been 

changed to reference ‘‘Figure 1 to 

Paragraphs (f)(2)(ii) and (f)(4)(ii).’’ 

‘‘Table 2 to Paragraph (f)’’ has been 

changed to reference ‘‘Table 2 to 

Paragraph (f)(3).’’ ‘‘Note 1 to Paragraph 

(f)’’ has been changed to reference ‘‘Note 

1 to Paragraph (f)(3).’’ ‘‘Note 2 to 

Paragraph (f)’’ has been changed to 

reference ‘‘Note 2 to Paragraph (f)(4).’’ 

These minor editorial changes are 

consistent with the intent of the 

proposals in the NPRM (77 FR 23638, 

April 20, 2012) and will not increase the 

economic burden on any operator nor 

increase the scope of this AD. 

Related Service Information 

We reviewed the following BHTI 

service information: 

• Operations Safety Notices 204–85– 

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

November 14, 1985, (one notice with 3 

identification numbers), which describe 

a grip with a crack in the lower tang that 

was returned by an operator; 

• Alert Service Bulletin (ASB) No. 

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

1995, which describes procedures for 

inspection and overhaul requirements of 

certain grips; 

• ASB No. 204–02–58, dated 

November 26, 2002; ASB No. 205–02– 

88, dated November 26, 2002; and ASB 

No. 210–08–02, dated September 10, 

2008. These ASBs specify a UT 

inspection of certain grips; 

• ASB No. 205B–02–39, Revision B, 

dated November 22, 2002, and ASB No. 

212–02–116, Revision A, dated October 

30, 2002, which specify a UT inspection 

of certain grips and include the 

Nondestructive Inspection Procedure, 

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

9, 2002; and 

• Information Letter 204–08–23, 205– 

08–38, 205B–08–21, and 212–08–62, 

Revision A, dated July 23, 2008 (one 

letter issued with 4 identification 

numbers), which describes a new, 

improved replacement grip, P/N 204– 

011–121–125, that would not require 

the repetitive UT inspections and would 

have a retirement life of 25,000 hours 

TIS or a 500,000 Retirement Index 

Number (RIN), whichever comes first. 

Differences Between This AD and the 

Service Information 

This AD requires life limits for grip P/ 

Ns 204–011–121–009, 204–011–121– 

121, and ASI–4011–121–9. The 

manufacturer’s service bulletins do not 

specify a service life for these grips. 

Also, this AD applies to grip P/N ASI– 

4011–121–9, which is produced under 

an FAA parts manufacturing approval, 

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Federal Register / Vol. 79, No. 118 / Thursday, June 19, 2014 / Rules and Regulations 35039 

and the manufacturer’s service bulletins 

do not address this particular grip. 

Costs of Compliance 

We estimate that this AD will affect 

700 helicopters of U.S. registry, and it 

will take approximately 7 work hours to 

create and maintain the records, 6.25 

work hours to conduct the inspections, 

and 20 work hours to replace a set of 

grips at an average labor rate of $85 per 

work hour. Required parts cost 

approximately $56,385 for a 

replacement set of grips. Based on these 

figures, we estimate the total cost 

impact of this AD on U.S. operators to 

be $6,596,875 for the entire fleet, 

assuming the grip set (2 grips) is 

replaced on 100 helicopters. 

Authority for This Rulemaking 

Title 49 of the United States Code 

specifies the FAA’s authority to issue 

rules on aviation safety. Subtitle I, 

section 106, describes the authority of 

the FAA Administrator. Subtitle VII: 

Aviation Programs, describes in more 

detail the scope of the Agency’s 

authority. 

We are issuing this rulemaking under 

the authority described in Subtitle VII, 

Part A, Subpart III, Section 44701: 

‘‘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 Airworthiness Directive (AD) 

2003–01–04 (68 FR 1955, January 15, 

2003), and adding the following new 

AD: 

2014–12–04 Bell Helicopter Textron, Inc. 

(BHTI): Amendment 39–17865; Docket 

No. FAA–2012–0415; Directorate 

Identifier 2008–SW–065–AD. 

(a) Applicability 

This AD applies to the model helicopters 

listed in Table 1 to Paragraph (a) of this AD 

with the listed part-numbered main rotor 

grips installed, certificated in any category: 

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

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

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

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

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

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

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

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

(b) Unsafe Condition 

This AD defines the unsafe condition as a 

crack in the main rotor grip (grip), which 

could result in failure of a grip, separation of 

a main rotor blade, and subsequent loss of 

control of the helicopter. 

(c) Affected AD 

This AD supersedes AD 2003–01–04, 

Amendment 39–13015 (68 FR 1955, January 

15, 2003). 

(d) Effective Date 

This AD becomes effective July 24, 2014. 

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

create a component history card or 

equivalent record and determine and record 

the total hours TIS for each grip. If the total 

hours TIS cannot be determined from the 

helicopter records, assume and record 50 

hours TIS for each month for which the 

hours cannot be determined. Continue to 

count and record the hours TIS and begin to 

count and record the number of times the 

helicopter engine(s) are started (engine start/ 

stop cycles). 

(2) Within 10 hours TIS, and thereafter at 

intervals not to exceed 25 hours TIS, without 

removing the main rotor blades: 

(i) Clean the exposed surfaces of the upper 

and lower tangs of each grip with denatured 

alcohol, and wipe dry. 

(ii) Using a 10-power or higher magnifying 

glass, visually inspect the exposed surfaces of 

the upper and lower tangs of each grip for a 

crack. Pay particular attention to the lower 

surface of each lower grip tang from the main 

rotor blade bolt-bushing flange to the leading 

and trailing edge of each grip tang as 

depicted in Figure 1 to Paragraphs (f)(2)(ii) 

and (f)(4)(ii) of this AD. 

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35040 Federal Register / Vol. 79, No. 118 / Thursday, June 19, 2014 / Rules and Regulations 

(3) At the intervals shown in Table 2 to 

Paragraph (f)(3) of this AD, ultrasonic (UT) 

inspect each grip in accordance with the Bell 

Helicopter Textron Nondestructive 

Inspection Procedure, Log No. 00–340, 

Revision E, dated April 9, 2002. The UT 

inspection of the grip must be performed by 

a Non-Destructive Testing (NDT) UT Level I 

Special, Level II, or Level III inspector who 

is qualified under the guidelines established 

by MIL–STD–410E, ATA Specification 105, 

AIA–NAS–410, or an FAA-accepted 

equivalent for qualification standards of NDT 

Inspection/Evaluation Personnel. 

TABLE 2 TO PARAGRAPH (f)(3)—ULTRASONIC INSPECTION INTERVALS

UT inspect grip, P/N: 

Within 30 days, or 

the following 

hours TIS for the 

grip, whichever 

occurs later: 

Thereafter, at intervals not to exceed 

the following hours TIS or engine 

start/stop cycles, whichever occurs 

first: 

Hours TIS Engine start/stop 

cycles 

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

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

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

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

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

Note 1 to Paragraph (f)(3) of this AD: You 

can find the Nondestructive Inspection 

Procedure attached to BHTI Alert Service 

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

dated November 22, 2002, or BHTI ASB No. 

212 02–116, Revision A, dated October 30, 

2002. 

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

TIS or 24 months, whichever occurs first: 

(i) Remove each main rotor blade, and 


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(ii) Inspect each grip buffer pad on the 

inner surfaces of each grip tang for 

delamination as depicted in Figure 1 to 

Paragraphs (f)(2)(ii) and (f)(4)(ii) of this AD. 

If there is any delamination, remove the 

buffer pad and inspect the grip surface for 

corrosion or other damage. 

Note 2 to Paragraph (f)(4) of this AD: This 

inspection interval coincides with the main 

rotor tension-torsion strap replacement times. 

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

overhaul of the main rotor hub, whichever 

occurs first, and thereafter at intervals not to 

exceed 2,400 hours TIS: 

(i) Remove each main rotor blade. 

(ii) Remove each grip buffer pad (if 

installed) from the inner surfaces of each grip 

tang. 

(iii) Visually inspect the grip tang surfaces 

for corrosion or other damage. 

(iv) Fluorescent-penetrant inspect the grip 

for a crack, paying particular attention to the 

upper and lower grip tangs. When inspecting 

any grip, P/N 204–011–121–005, –009, –113, 

or ASI–4011–121–9, pay particular attention 

to the leading and trailing edges of the grip 

barrel. 

(6) Before further flight: 

(i) Replace any cracked grip with an 

airworthy grip. 

(ii) Replace any grip with any corrosion or 

other damage with an airworthy grip, or 

repair the grip if the corrosion or other 

damage is within maximum repair damage 

limitations. 

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

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

service for 15,000 or more hours TIS. 

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

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

more hours TIS. 

(7) Revise the Airworthiness Limitations 

sections of the applicable maintenance 

manuals or the Instructions for Continued 

Airworthiness (ICAs) by establishing a new 

retirement life of 15,000 hours TIS for grip 

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

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

121–121, by making pen and ink changes or 

inserting a copy of this AD into the 

applicable maintenance manual or ICAs. 

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

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

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

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

applicable component history card or 

equivalent record. 

(g) Alternative Methods of Compliance 

(AMOCs) 

(1) The Manager, Rotorcraft Certification 

Office, FAA, may approve AMOCs for this 

AD. Send your proposal to: Michael Kohner, 

Aviation Safety Engineer, Rotorcraft 

Certification Office, 2601 Meacham Blvd., 

Fort Worth, Texas 76137, telephone (817) 

222–5170, fax (817) 222–5783, email 

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

(2) For operations conducted under a Part 

119 operating certificate or under Part 91, 

Subpart K, we suggest that you notify your 

principal inspector, or lacking a principal 

inspector, the manager of the local flight 

standards district office or certificate holding 

district office before operating any aircraft 

complying with this AD through an AMOC. 

(h) Additional Information 

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

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

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

BHTI 205B–02–39, Revision B, dated 

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

58 and ASB No. 205–02–88, both dated 

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

02, dated September 10, 2008; BHTI 

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

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

1985; and BHTI Information Letter, 204–08– 

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

Revision A, dated July 23, 2008; none of 

which are incorporated by reference, contain 

additional information about the subject of 

this AD. 

(2) For service information identified in 

this AD, contact BHTI, P.O. Box 482, Fort 

Worth, TX 76101, telephone (817) 280–3391, 

fax (817) 280–6466, or at http:// 

www.bellcustomer.com/files/. You may 

review copies of this information at the FAA, 

Office of the Regional Counsel, Southwest 

Region, 2601 Meacham Blvd., Room 663, Fort 

Worth, Texas 76137. 

(i) Subject 

Joint Aircraft Service Component (JASC) 

Code: 6220: Main Rotor Head. 

(j) Material Incorporated by Reference 

(1) The Director of the Federal Register 

approved the incorporation by reference 

(IBR) of the service information listed in this 

paragraph under 5 U.S.C. 552(a) and 1 CFR 

part 51. 

(2) You must use this service information 

as applicable to do the actions required by 

this AD, unless the AD specifies otherwise. 

(3) The following service information was 

approved for IBR on January 30, 2003 (68 FR 

1955, January 15, 2003). 

(i) Bell Helicopter Textron Nondestructive 

Inspection Procedure, Log No. 00–340, 

Revision E, dated April 9, 2002. 

(ii) Reserved. 

(4) For Bell Helicopter Textron service 

information identified in this AD, contact 

BHTI, P.O. Box 482, Fort Worth, TX 76101, 

telephone (817) 280–3391, fax (817) 280– 

6466, or at http://www.bellcustomer.com/ 

files/. 

(5) You may view this service information 

that is incorporated by reference at the FAA, 

Office of the Regional Counsel, Southwest 

Region, 2601 Meacham Blvd., Room 663, Fort 

Worth, Texas 76137. 

(6) You may also view this service 

information that is incorporated by reference 

at the National Archives and Records 

Administration (NARA). For information on 

the availability of this material at NARA, call 

(202) 741–6030, or go to: http:// 

www.archives.gov/federal-register/cfr/ibrlocations.html. 

Issued in Fort Worth, Texas, on June 4, 

2014. 

Lance T. Gant, 

Acting Directorate Manager, Rotorcraft 

Directorate, Aircraft Certification Service. 

[FR Doc. 2014–13835 Filed 6–18–14; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF HOUSING AND 

URBAN DEVELOPMENT 

24 CFR Parts 30 and 35 

[Docket No. FR–5785–F–01] 

RIN 2501–AD70 

Amendments To Reflect Change of 

Office Name From Office of Healthy 

Homes and Lead Hazard Control to 

Office of Lead Hazard Control and 

Healthy Homes 

AGENCY: Office of the Secretary, HUD. 

ACTION: Final rule. 

SUMMARY: HUD’s civil money penalty 

regulations currently provide that the 

Director of HUD’s Office of Healthy 

Homes and Lead Hazard Control, or the 

Director’s designee, may initiate a civil 

money penalty action against any 

person who knowingly violates the 

Residential Lead-Based Paint Hazard 

Reduction Act of 1992. HUD’s LeadBased Paint Poisoning Prevention 

regulation identifies the Office of 

Healthy Homes and Lead Hazard 

Control as the approval authority, after 

consultation with the Environmental 

Protection Agency, for lead-safe work 

practices courses that may qualify 

supervisors and workers to perform 

interim controls of lead-based paint 

hazards. Because HUD has changed the 

name of the Office of Healthy Homes 

and Lead Hazard Control to the Office 

of Lead Hazard Control and Healthy 

Homes, this final rule conforms HUD 

regulations to reference this new name. 

This final rule also provides a savings 

provision that preserves under the 

Office of Lead Hazard Control and 

Healthy Homes all actions taken under 

the Office of Healthy Homes and Lead 

Hazard Control. 

DATES: Effective Date: July 21, 2014. 

FOR FURTHER INFORMATION CONTACT: John 

B. Shumway, Deputy Assistant General 

Counsel, Office of Finance and 

Administrative Law, Room 9262, 

Department of Housing and Urban 

Development, 451 Seventh Street SW., 

Washington, DC 20410–2000; telephone 

number 202–402–5190 (this is not a tollfree number). Persons with hearing or 

speech impairments may access this 

number via TTY by calling the toll-free 

Federal Relay Service at 800–877–8339. 

SUPPLEMENTARY INFORMATION: 

I. Background Information 

Consistent with the Consolidated 

Appropriations Act, 2014 (Pub. L. 113– 

76, approved January 17, 2014), HUD 

has changed the name of the Office of 

Healthy Homes and Lead Hazard 

Control (OHHLHC) to the Office of Lead 

mstockstill on DSK4VPTVN1PROD with RULES