Federal Register / Vol. 77, No. 168 / Wednesday, August 29, 2012 / Proposed Rules 52265 

station 209.78 frame ring, before further 

flight, the proposed AD would require 

modifying that location by fabricating 

and installing a doubler over the 

location in accordance with the 

previously-described service 

information. 

Costs of Compliance 

We estimate that this proposed AD 

would affect 109 helicopters of U.S. 

registry. We estimate that operators may 

incur the following costs in order to 

comply with this AD. $340 for 4 work 

hours to access and measure for a shortedge margin condition at $85 per hour 

for a total of $37,060 for the fleet. 

The on-condition costs for installing 

the doubler are not included in our cost 

estimate because we have no way of 

determining the number of aircraft that 

might need a doubler, which would 

require about 8 work hours at $85 per 

hour for a total of $699 additional labor 

for each helicopter and $19 for required 

parts. 

Authority for This Rulemaking 

Title 49 of the United States Code 

specifies the FAA’s authority to issue 

rules on aviation safety. Subtitle I, 

section 106, describes the authority of 

the FAA Administrator. ‘‘Subtitle VII: 

Aviation Programs,’’ describes in more 

detail the scope of the Agency’s 

authority. 

We are issuing this rulemaking under 

the authority described in ‘‘Subtitle VII, 

Part A, Subpart III, Section 44701: 

General requirements.’’ Under that 

section, Congress charges the FAA with 

promoting safe flight of civil aircraft in 

air commerce by prescribing regulations 

for practices, methods, and procedures 

the Administrator finds necessary for 

safety in air commerce. This regulation 

is within the scope of that authority 

because it addresses an unsafe condition 

that is likely to exist or develop on 

products identified in this rulemaking 

action. 

Regulatory Findings 

We determined that this proposed AD 

would not have federalism implications 

under Executive Order 13132. This 

proposed AD would not have a 

substantial direct effect on the States, on 

the relationship between the national 

Government and the States, or on the 

distribution of power and 

responsibilities among the various 

levels of government. 

For the reasons discussed, I certify 

this proposed regulation: 

1. Is not a ‘‘significant regulatory 

action’’ under Executive Order 12866; 

2. Is not a ‘‘significant rule’’ under the 

DOT Regulatory Policies and Procedures 

(44 FR 11034, February 26, 1979); 

3. Will not affect intrastate aviation in 

Alaska to the extent that it justifies 

making a regulatory distinction; and 

4. Will not have a significant 

economic impact, positive or negative, 

on a substantial number of small entities 

under the criteria of the Regulatory 

Flexibility Act. 

We prepared an economic evaluation 

of the estimated costs to comply with 

this proposed AD and placed it in the 

AD docket. 

List of Subjects in 14 CFR Part 39 

Air transportation, Aircraft, Aviation 

safety, Incorporation by Reference, 

Safety. 

The Proposed Amendment 

Accordingly, under the authority 

delegated to me by the Administrator, 

the FAA proposes to amend 14 CFR part 

39 as follows: 

PART 39—AIRWORTHINESS 

DIRECTIVES 

1. The authority citation for part 39 

continues to read as follows: 

Authority: 49 U.S.C. 106(g), 40113, 44701. 

§ 39.13 [Amended] 

2. The FAA amends § 39.13 by adding 

the following new Airworthiness 

Directive (AD): 

Hughes Helicopters Inc., and McDonnel 

Douglas Helicopter Systems (Type 

Certificate currently held by MD 

Helicopters, Inc. (MDHI)): Docket No. 

FAA–2012–0890; Directorate Identifier 

2011–SW–019–AD. 

(a) Applicability 

This AD applies to Model 369D, E, F, and 

FF helicopters with tailboom assembly, part 

number (P/N) 369D23500–505, –507, –511, or 

–513 with a serial number prefix of ‘‘7604’’ 

and –0001 through –0003, –0006 through 

–0047, –0049 through –0082, or –0084 

through –0113, installed, certificated in any 

category. 

(b) Unsafe Condition 

This AD defines the unsafe condition as 

too short an edge distance from an aft 

longeron rivet to the edge of a tailboom frame 

ring, which could result in failure of the 

tailboom and subsequent loss of control of 

the helicopter. 

(c) 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. 

(d) Required Actions 

(1) Within 6 months or 100 hours time-inservice, whichever occurs first, measure the 

distance from the aft face of the station 

209.78 frame ring to the center of rivet No. 

1 and rivet No. 2 at the four locations where 

the frame ring attaches to the tailboom 

longeron as depicted in Figure 2 of MD 

Helicopters Service Bulletin (SB) No. 

SB369D–207, SB369E–102, and SB369F–087, 

dated July 20, 2010. SB369D–207 applies to 

the Model 369D helicopters; SB369E–102 

applies to the Model 369E helicopters; and 

SB369F–087 applies to Model 369F and FF 

helicopters. 

Note to paragraph (d)(1) of this AD: The 

one MD Helicopters SB, dated July 20, 2010, 

contains three different numbers: SB369D– 

207; SB369E–102; and SB369F–087. 

(2) If either the No. 1 or No. 2 aft rivet at 

a frame-ring-to-tailboom-longeron location is 

more than 0.50 inches (12.7 millimeters) 

from the aft face of the station 209.78 frame 

ring, before further flight, modify that 

location by fabricating and installing a 

doubler over the location as depicted in 

Figures 3 and 4 and by following the 

Accomplishment Instructions, paragraph 

2.C., of the SB for your model helicopter. 

(e) Alternative Methods of Compliance 

(AMOC) 

(1) The Manager, Los Angeles Aircraft 

Certification Office, FAA, may approve 

AMOCs for this AD. Send your proposal to 

John Cecil, Aerospace Engineer, FAA, Los 

Angeles Aircraft Certification Office, 

Airframe Branch, 3960 Paramount Blvd., 

Lakewood, California 90712–4137, telephone 

(562) 627–5228, fax (562) 627–5210, email 

john.cecil@faa.gov. 

(2) For operations conducted under a 14 

CFR part 119 operating certificate or under 

14 CFR part 91, subpart K, we suggest that 

you notify your principal inspector, or 

lacking a principal inspector, the manager of 

the local flight standards district office or 

certificate holding district office before 

operating any aircraft complying with this 

AD through an AMOC. 

(f) Subject 

Joint Aircraft System Component (JASC) 

Code 5302: Rotorcraft Tailboom. 

Issued in Fort Worth, Texas, on August 16, 

2012. 

Kim Smith, 

Manager, Rotorcraft Directorate, Aircraft 

Certification Service. 

[FR Doc. 2012–21277 Filed 8–28–12; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2012–0887; Directorate 

Identifier 2009–SW–02–AD] 

RIN 2120–AA64 

Airworthiness Directives; Eurocopter 

Deutschland GmbH Helicopters 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 


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52266 Federal Register / Vol. 77, No. 168 / Wednesday, August 29, 2012 / Proposed Rules 

ACTION: Notice of proposed rulemaking 

(NPRM). 

SUMMARY: We propose to adopt a new 

airworthiness directive (AD) for 

Eurocopter Deutschland GmbH (ECD) 

Model BO–105A, BO–105C, BO–105S, 

BO–105LS A–1, BO–105LS A–3, MBB– 

BK 117 A–1, MBB–BK 117 A–3, MBB– 

BK 117 A–4, MBB–BK 117 B–1, MBB– 

BK–117 B–2, and MBB–BK 117 C–1 

helicopters to require inspections for 

corrosion or thread damage to each tail 

rotor balance weight (weight) and each 

tail rotor control lever (lever). This 

proposed AD is prompted by a 

European Aviation Safety Agency 

(EASA) AD and a Transport Canada 

Civil Aviation (TCCA) AD, both issued 

based on a report that corrosion was 

detected on a weight in the area of the 

attachment thread on a model BO–105 

helicopter. The proposed actions are 

intended to detect corrosion and thread 

damage in the threaded area of the 

weight and lever, and to prevent failure 

of a weight or lever, separation of tail 

rotor parts, severe vibration, and 

subsequent loss of control of the 

helicopter. 

DATES: We must receive comments on 

this proposed AD by October 29, 2012. 

ADDRESSES: You may send comments by 

any of the following methods: 

• Federal eRulemaking Docket: Go to 

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

online instructions for sending your 

comments electronically. 

• Fax: 202–493–2251. 

• Mail: Send comments to the U.S. 

Department of Transportation, Docket 

Operations, M–30, West Building 

Ground Floor, Room W12–140, 1200 

New Jersey Avenue SE., Washington, 

DC 20590–0001. 

• Hand Delivery: Deliver to the 

‘‘Mail’’ address between 9 a.m. and 5 

p.m., Monday through Friday, except 

Federal holidays. 

Examining the AD Docket: You may 

examine the AD docket on the Internet 

at http://www.regulations.gov or in 

person at the Docket Operations Office 

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

through Friday, except Federal holidays. 

The AD docket contains this proposed 

AD, the economic evaluation, any 

comments received, and other 

information. The street address for the 

Docket Operations Office (telephone 

800–647–5527) is in the ADDRESSES

section. Comments will be available in 

the AD docket shortly after receipt. 

For service information identified in 

this proposed AD, contact American 

Eurocopter Corporation, 2701 Forum 

Drive, Grand Prairie, TX 75053–4005; 

telephone (972) 641–3460; fax (972) 

641–3527; or at http:// 

www.eurocopter.com. You may review 

the referenced service information at the 

FAA, Office of the Regional Counsel, 

Southwest Region, 2601 Meacham 

Blvd., Room 663, Fort Worth, TX 76137. 

FOR FURTHER INFORMATION CONTACT: 

Sharon Miles, Aviation Safety Engineer, 

Regulations and Policy Group, 

Rotorcraft Directorate, FAA, 2601 

Meacham Blvd., Fort Worth, TX 76137; 

telephone (817) 222–5110; email 

sharon.y.miles@faa.gov. 

SUPPLEMENTARY INFORMATION: 

Comments Invited 

We invite you to participate in this 

rulemaking by submitting written 

comments, data, or views. We also 

invite comments relating to the 

economic, environmental, energy, or 

federalism impacts that might result 

from adopting the proposals in this 

document. The most helpful comments 

reference a specific portion of the 

proposal, explain the reason for any 

recommended change, and include 

supporting data. To ensure the docket 

does not contain duplicate comments, 

commenters should send only one copy 

of written comments, or if comments are 

filed electronically, commenters should 

submit only one time. 

We will file in the docket all 

comments that we receive, as well as a 

report summarizing each substantive 

public contact with FAA personnel 

concerning this proposed rulemaking. 

Before acting on this proposal, we will 

consider all comments we receive on or 

before the closing date for comments. 

We will consider comments filed after 

the comment period has closed if it is 

possible to do so without incurring 

expense or delay. We may change this 

proposal in light of the comments we 

receive. 

Discussion 

EASA has issued EASA AD No. 2008– 

0206, dated November 25, 2008, to 

correct the unsafe condition for the ECD 

Model BO 105 A, BO 105 C, BO 105 LS 

A–1, BO 105 D, BO 105 DS, BO 105 DB, 

BO 105 DBS, BO 105 DB–4, BO 105 

DBS–4, BO 105 DBS–5, BO 105 S, MBB– 

BK 117 A–1, MBB–BK 117 A–3, MBB– 

BK 117 A–4, MBB–BK 117 B–1, MBB– 

BK 117 B–2, and MBB–BK 117 C–1 

helicopters, all serial numbers. The 

TCCA has issued Canadian AD No. CF– 

2009–12, dated March 24, 2009, to 

correct the unsafe condition for the 

Eurocopter Model BO 105 LS A–3 

helicopters. These ADs state that during 

a periodical inspection, corrosion was 

detected on the weights in the area of 

the attachment thread. Since the 

issuance of the Canadian AD, the type 

certificate for the Model BO 105 LS 

A–3 has been transferred from 

Eurocopter Canada Limited to 

Eurocopter Deutschland (Germany). 

The proposed actions are intended to 

detect corrosion and thread damage in 

the threaded area of a weight or lever, 

to prevent failure of a weight or lever, 

separation of tail rotor parts, severe 

vibration, and subsequent loss of control 

of the helicopter. You may obtain 

further information by examining the 

EASA and TCCA ADs and any related 

service information in the AD docket. 

FAA’s Determination 

These helicopters have been approved 

by the aviation authority of Germany 

and are approved for operation in the 

United States. Pursuant to our bilateral 

agreement with Germany, EASA, its 

technical representative, has notified us 

of the unsafe condition described in its 

AD. We are proposing this AD because 

we evaluated all known relevant 

information and determined that an 

unsafe condition is likely to exist or 

develop on other products of the same 

type design. 

Related Service Information 

Eurocopter has issued Alert Service 

Bulletin (ASB) No. ASB–MBB–BK 117– 

30–113, dated September 23, 2008, for 

all MBB BK 117 model ‘‘A–1 to C–1’’ 

helicopters; ASB No. ASB BO105–30– 

116, dated September 23, 2008, for all 

Model BO105 helicopters ‘‘including 

BO105 CB–3 and BO105 CBS–5 KLH;’’ 

and Eurocopter Canada Limited has 

issued ASB No. ASB BO 105 LS 30–12, 

dated December 12, 2008, for Model BO 

105 LS A–3 helicopters. These ASBs 

specify visually inspecting the weights 

and levers to detect corrosion or 

mechanical damage; corrosion at an 

advanced stage could destroy the 

threads. These ASBs also specify 

replacing damaged weights and levers 

that exceed certain limits. The actions 

described in the mandatory EASA and 

TCCA ADs are intended to correct the 

unsafe condition, identified in these 

ASBs, to ensure the continued 

airworthiness of these helicopters. 

Proposed AD Requirements 

This proposed AD would require 

compliance with specified portions of 

the manufacturer’s service bulletin in 

conducting repetitive visual inspections 

of each weight and lever and would 

provide procedures for installing a 

weight or lever. Additionally, it 

proposes allowable tolerances for 

corrosion or thread damage on the 

threaded portion of a weight or lever 

and would require that a part with 


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corrosion or mechanical damage in 

excess of allowable tolerances be 

replaced with an airworthy part. 

Differences Between This Proposed AD 

and the EASA and TCCA ADs 

This proposed AD does not provide 

an extra 60 flight hours or 6 months 

beyond the repetitive compliance time 

of 600 flight hours or 48 months for the 

repetitive inspections. These proposals 

only apply to those model helicopters 

type-certificated in the United States. 

Costs of Compliance 

We estimate that this proposed AD 

would affect about 33 helicopters of 

U.S. Registry. We estimate that 

operators may incur the following costs 

in order to comply with this AD. It 

would take approximately 4 work-hours 

per helicopter to remove, inspect, and 

install 2 lever assemblies and 4 weights 

per helicopter at an average labor rate of 

$85 per work-hour. Based on these 

figures, we estimate the inspection cost 

of this proposed AD would be $340 per 

helicopter or $11,220 on U.S. operators 

per inspection cycle. The required parts 

would cost about $5,332 per helicopter. 

We estimate the cost for replacement 

would be $5,672 per helicopter, 

assuming both lever assemblies and all 

4 weights are replaced. 

Authority for This Rulemaking 

Title 49 of the United States Code 

specifies the FAA’s authority to issue 

rules on aviation safety. Subtitle I, 

section 106, describes the authority of 

the FAA Administrator. ‘‘Subtitle VII: 

Aviation Programs,’’ describes in more 

detail the scope of the Agency’s 

authority. 

We are issuing this rulemaking under 

the authority described in ‘‘Subtitle VII, 

Part A, Subpart III, Section 44701: 

General requirements.’’ Under that 

section, Congress charges the FAA with 

promoting safe flight of civil aircraft in 

air commerce by prescribing regulations 

for practices, methods, and procedures 

the Administrator finds necessary for 

safety in air commerce. This regulation 

is within the scope of that authority 

because it addresses an unsafe condition 

that is likely to exist or develop on 

products identified in this rulemaking 

action. 

Regulatory Findings 

We determined that this proposed AD 

would not have federalism implications 

under Executive Order 13132. This 

proposed AD would not have a 

substantial direct effect on the States, on 

the relationship between the national 

Government and the States, or on the 

distribution of power and 

responsibilities among the various 

levels of government. 

For the reasons discussed, I certify 

this proposed regulation: 

1. Is not a ‘‘significant regulatory 

action’’ under Executive Order 12866; 

2. Is not a ‘‘significant rule’’ under the 

DOT Regulatory Policies and Procedures 

(44 FR 11034, February 26, 1979); 

3. Will not affect intrastate aviation in 

Alaska to the extent that it justifies 

making a regulatory distinction; and 

4. Will not have a significant 

economic impact, positive or negative, 

on a substantial number of small entities 

under the criteria of the Regulatory 

Flexibility Act. 

We prepared an economic evaluation 

of the estimated costs to comply with 

this proposed AD and placed it in the 

AD docket. 

List of Subjects in 14 CFR Part 39 

Air transportation, Aircraft, Aviation 

safety, Incorporation by reference, 

Safety. 

The Proposed Amendment 

Accordingly, under the authority 

delegated to me by the Administrator, 

the FAA proposes to amend 14 CFR part 

39 as follows: 

PART 39—AIRWORTHINESS 

DIRECTIVES 

1. The authority citation for part 39 

continues to read as follows: 

Authority: 49 U.S.C. 106(g), 40113, 44701. 

§ 39.13 [Amended] 

2. The FAA amends § 39.13 by adding 

the following new airworthiness 

directive (AD): 

EUROCOPTER DEUTSCHLAND GmbH 

(ECD): Docket No. FAA–2012–0887; 

Directorate Identifier 2009–SW–02–AD. 

(a) Applicability 

This AD applies to Model BO–105A, BO– 

105C, BO–105S, and BO–105LS A–1 

helicopters, with a tail rotor control lever 

(lever), part number (P/N) 105–317231, 105– 

317365, 105–31736, 105–31767, 105–31728, 

or 1121–31730, with tail rotor balance weight 

(weight) P/N 117–31715.01, 117–31715.02, 

105–31728.03, 105–31732.07, or 105– 

31732.08; Model BO–105LS A–3 helicopters, 

with lever P/N 105–31736 or 105–31767, 

with weight P/N 117–31715.01, 117– 

31715.02, B642M1011 201, or 105– 

317171.10; and Model MBB–BK 117 A–1, 

MBB–BK 117 A–3, MBB–BK 117 A–4, MBB– 

BK117 B–1, MBB–BK 117 B–2, and MBB–BK 

117 C–1 helicopters, with lever P/N 117– 

31730, 117–317361, or 105–31736, with 

weight P/N 117–31714.07, 117–31715.01, 

117–31720.01, or 117–31730.02, certificated 

in any category. 

(b) Unsafe Condition 

This AD defines the unsafe condition as 

corrosion or thread damage in the threaded 

area of a lever or weight. This condition 

could result in failure of a weight or lever, 

separation of a tail rotor part, severe tail rotor 

vibration, and subsequent loss of control of 

the helicopter. 

(c) 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. 

(d) Required Actions 

Within 100 hours time-in-service (TIS) or 

2 months, whichever occurs first, and 

thereafter at intervals not to exceed 600 hours 

TIS or 48 months, whichever occurs first: 

(1) Remove the weights from the lever as 

depicted in Figure 1 to paragraph (d) of this 

AD. Apply marks to the weights before they 

are removed in order to be able to re-establish 

the correct assignment and the old 

installation position towards the lever when 

the weights are installed. 

BILLING CODE 4910–13–P 


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(2) Visually inspect each weight and lever 

for corrosion and damage in the threaded 

areas as depicted in Figure 2 to paragraph (d) 

of this AD. 


srobinson on DSK4SPTVN1PROD with PROPOSALSEP29AU12.026</GPH>
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BILLING CODE 4910–13–C 

(i) If there is no corrosion or thread damage 

on either the weight or lever, before further 

flight, reinstall the weight by following 

paragraph (d)(3) of this AD. 

(ii) If there is corrosion or thread damage 

on the threaded portion of a weight: 

(A) If the total area of corrosion or thread 

damage, or both, covers less than 25 percent 

of the length of the threaded area, the weight 

can be threaded (screwed) onto the lever, and 

the cylindrical mating surface has no 

damage, before further flight, remove the 

corrosion and reinstall the weight by 

following paragraph (d)(3) of this AD. 

(B) If the total area of corrosion or thread 

damage, or both, covers 25 percent or more 

of the length of the threaded area, the weight 

cannot be threaded (screwed) onto the lever, 

or the cylindrical mating surface has damage, 

before further flight, replace the weight with 

an airworthy weight by following paragraph 

(d)(3) of this AD. 

(iii) If there is corrosion or thread damage 

on the threaded portion of the lever, polish 

out the corrosion and thread damage using a 

polishing cloth 600 and: 

(A) If the thread depth does not exceed 0.3 

millimeter (mm) and the diameter of the 

lever in the area before the threaded area is 

not less than 9.95 mm after polish out, before 

further flight, install airworthy weights to the 

lever by following paragraph (d)(3) of this 

AD. 

(B) If the thread depth is 0.3 mm or greater 

or the diameter of the lever in the area before 

the threaded area is less than 9.95 mm after 

polish out, before further flight, replace the 

lever with an airworthy lever. 

(3) Apply corrosion preventive paste onto 

the thread of the lever and install weights to 


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the lever as depicted in Figure 1 to paragraph 

(d) of this AD. Ensure during installation of 

the weights that the weights are correctly 

assigned and installed to the control lever in 

accordance with the applied marks. 

(e) Alternative Methods of Compliance 

(AMOC) 

(1) The Manager, Safety Management 

Group, FAA, may approve AMOCs for this 

AD. Send your proposal to: Sharon Miles, 

Aviation Safety Engineer, Regulations and 

Policy Group, Rotorcraft Directorate, FAA, 

2601 Meacham Blvd., Fort Worth, TX 76137; 

telephone (817) 222–5110; email 

sharon.y.miles@faa.gov. 

(2) For operations conducted under a 14 

CFR part 119 operating certificate or under 

14 CFR part 91, subpart K, we suggest that 

you notify your principal inspector, or 

lacking a principal inspector, the manager of 

the local flight standards district office or 

certificate holding district office before 

operating any aircraft complying with this 

AD through an AMOC. 

(f) Additional Information 

The subject of this AD is addressed in the 

European Aviation Safety Agency (Germany) 

AD No. 2008–0206, dated November 25, 

2008, and in the Transport Canada Civil 

Aviation AD No. CF–2009–12, dated March 

24, 2009. 

(g) Subject 

Joint Aircraft Service Component (JASC) 

Code: 6420, Tail Rotor Head. 

Issued in Fort Worth, Texas, on August 16, 

2012. 

Kim Smith, 

Manager, Rotorcraft Directorate, Aircraft 

Certification Service. 

[FR Doc. 2012–21284 Filed 8–28–12; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2012–0886; Directorate 

Identifier 2008–SW–067–AD] 

RIN 2120–AA64 

Airworthiness Directives; Agusta 

S.p.A. Helicopters 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Notice of proposed rulemaking 

(NPRM). 

SUMMARY: We propose to adopt a new 

airworthiness directive (AD) for the 

Agusta S.p.A. (Agusta) Model AB139 

and AW139 helicopters with a certain 

wire strike protection system (WSPS) 

top cable cutter assembly installed. This 

proposed AD is prompted by a report of 

in-flight contact between the top cable 

cutter assembly and two main rotor (M/ 

R) blades. This proposed AD would 

require reworking or replacing the top 

cable-cutter assembly to increase 

clearance between the WSPS and the M/ 

R blades. The proposed AD actions are 

intended to prevent damage to the M/R 

blades and subsequent loss of helicopter 

control. 

DATES: We must receive comments on 

this proposed AD by October 29, 2012. 

ADDRESSES: You may send comments by 

any of the following methods: 

• Federal eRulemaking Docket: Go to 

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

online instructions for sending your 

comments electronically. 

• Fax: 202–493–2251. 

• Mail: Send comments to the U.S. 

Department of Transportation, Docket 

Operations, M–30, West Building 

Ground Floor, Room W12–140, 1200 

New Jersey Avenue SE., Washington, 

DC 20590–0001. 

• Hand Delivery: Deliver to the 

‘‘Mail’’ address between 9 a.m. and 5 

p.m., Monday through Friday, except 

Federal holidays. 

Examining the AD Docket: You may 

examine the AD docket on the Internet 

at http://www.regulations.gov or in 

person at the Docket Operations Office 

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

through Friday, except Federal holidays. 

The AD docket contains this proposed 

AD, the economic evaluation, any 

comments received, and other 

information. The street address for the 

Docket Operations Office (telephone 

800–647–5527) is in the ADDRESSES

section. Comments will be available in 

the AD docket shortly after receipt. 

For service information identified in 

this proposed AD, contact Agusta, Via 

Giovanni Agusta, 520 21017 Cascina 

Costa di Samarate (VA), Italy, telephone 

39 0331-229111, fax 39 0331–229605/ 

222595, or at http:// 

customersupport.agusta.com/ 

technical_advice.php. You may review a 

copy of the referenced service 

information at the FAA, Office of the 

Regional Counsel, Southwest Region, 

2601 Meacham Blvd., Room 663, Fort 

Worth, Texas 76137. 

FOR FURTHER INFORMATION CONTACT: 

Sharon Miles, Aviation Safety Engineer, 

Regulations and Policy Group, 

Rotorcraft Directorate, FAA, 2601 

Meacham Blvd., Fort Worth, TX 76137; 

telephone (817) 222–5110; email 

sharon.y.miles@faa.gov. 

SUPPLEMENTARY INFORMATION: 

Comments Invited 

We invite you to participate in this 

rulemaking by submitting written 

comments, data, or views. We also 

invite comments relating to the 

economic, environmental, energy, or 

federalism impacts that might result 

from adopting the proposals in this 

document. The most helpful comments 

reference a specific portion of the 

proposal, explain the reason for any 

recommended change, and include 

supporting data. To ensure the docket 

does not contain duplicate comments, 

commenters should send only one copy 

of written comments, or if comments are 

filed electronically, commenters should 

submit only one time. 

We will file in the docket all 

comments that we receive, as well as a 

report summarizing each substantive 

public contact with FAA personnel 

concerning this proposed rulemaking. 

Before acting on this proposal, we will 

consider all comments we receive on or 

before the closing date for comments. 

We will consider comments filed after 

the comment period has closed if it is 

possible to do so without incurring 

expense or delay. We may change this 

proposal in light of the comments we 

receive. 

Discussion 

The European Aviation Safety Agency 

(EASA), which is the Technical Agent 

for the Member States of the European 

Union, has issued EASA AD No. 2008– 

0148, dated August 5, 2008, to correct 

the unsafe condition for these Agusta 

helicopters with a top cable cutter 

assembly, part number (P/N) 423– 

83001–1, which is part of the WSPS, P/ 

N 4G9540F00211 or P/N 4G9540F00311. 

An incident of in-flight contact between 

the top cable cutter assembly and two 

M/R blades has been reported. Our 

proposed AD actions are intended to 

prevent damage to the M/R blades and 

subsequent loss of helicopter control. 

FAA’s Determination 

These helicopters have been approved 

by the aviation authority of Italy and are 

approved for operation in the United 

States. Pursuant to our bilateral 

agreement with Italy, EASA, its 

technical representative, has notified us 

of the unsafe condition described in its 

AD. We are proposing this AD because 

we evaluated all known relevant 

information and determined that an 

unsafe condition is likely to exist or 

develop on other products of these same 

type designs. 

Related Service Information 

We reviewed Agusta Bollettino 

Tecnico No. 139–126, dated June 20, 

2008 (BT), which applies to Model 

AB139 and AW139 helicopters with 

certain serial-numbered wire strike 

protection systems. The BT specifies, 

within 200 flight hours, reworking the 


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