Federal Register / Vol. 78, No. 29 / Tuesday, February 12, 2013 / Rules and Regulations 9793 

street address for the Docket Office 

(telephone (800) 647–5527) is in the 

ADDRESSES section. Comments will be 

available in the AD docket shortly after 

receipt. 

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 adding 

the following new AD: 

2013–03–09 DG Flugzeugbau GmbH: 

Amendment 39–17344; Docket No. 

FAA–2012–1250; Directorate Identifier 

2012–CE–043–AD. 

(a) Effective Date 

This airworthiness directive (AD) becomes 

effective March 19, 2013. 

(b) Affected ADs 

None. 

(c) Applicability 

This AD applies to DG Flugzeugbau GmbH 

Model DG–1000T gliders equipped with Solo 

Kleinmotoren Model 2350 C engines, all 

serial numbers, certificated in any category. 

(d) Subject 

Air Transport Association of America 

(ATA) Code 72: Engine. 

(e) Reason 

This AD was prompted by mandatory 

continuing airworthiness information (MCAI) 

originated by an aviation authority of another 

country to identify and correct an unsafe 

condition on an aviation product. The MCAI 

describes the unsafe condition as a material 

defect within the propeller shaft, most likely 

caused by a manufacturing error. We are 

issuing this AD to prevent failure of the 

propeller shaft and detachment of the 

propeller, which could result in reduced 

control of the aircraft or injury to persons on 

the ground. 

(f) Actions and Compliance 

Unless already done, do the following 

actions: 

(1) Within 25 hours time-in-service (TIS) 

after March 19, 2013 (the effective date of 

this AD) or 6 months after March 19, 2013 

(the effective date of this AD), whichever 

occurs first, remove the propeller pulley 

assembly (module) from the engine and 

inspect the transition region of the part 

number (P/N) 20 31 211 shaft following the 

Actions section of Solo Kleinmotoren GmbH 

Service Bulletin Nr. 4603–13, Issue 1, dated 

September 24, 2012. 

(2) If, during the inspection required by 

paragraph (f)(1) of this AD, cracks are 

detected in the P/N 20 31 211 shaft, before 

further flight, do the following: 

(i) Replace the P/N 20 31 211 shaft with 

an airworthy P/N 20 31 211 shaft; or 

(ii) Replace the propeller pulley assembly 

(module) with an airworthy propeller pulley 

assembly (module). 

(g) Other FAA AD Provisions 

The following provisions also apply to this 

AD: 

(1) Alternative Methods of Compliance 

(AMOCs): The Manager, Standards Office, 

FAA, has the authority to approve AMOCs 

for this AD, if requested using the procedures 

found in 14 CFR 39.19. Send information to 

ATTN: Jim Rutherford, Aerospace Engineer, 

FAA, Small Airplane Directorate, 901 Locust, 

Room 301, Kansas City, Missouri 64106; 

telephone: (816) 329–4165; fax: (816) 329– 

4090; email: jim.rutherford@faa.gov. Before 

using any approved AMOC on any airplane 

to which the AMOC applies, notify your 

appropriate principal inspector (PI) in the 

FAA Flight Standards District Office (FSDO), 

or lacking a PI, your local FSDO. 

(2) Airworthy Product: For any requirement 

in this AD to obtain corrective actions from 

a manufacturer or other source, use these 

actions if they are FAA-approved. Corrective 

actions are considered FAA-approved if they 

are approved by the State of Design Authority 

(or their delegated agent). You are required 

to assure the product is airworthy before it 

is returned to service. 

(3) Reporting Requirements: For any 

reporting requirement in this AD, a federal 

agency may not conduct or sponsor, and a 

person is not required to respond to, nor 

shall a person be subject to a penalty for 

failure to comply with a collection of 

information subject to the requirements of 

the Paperwork Reduction Act unless that 

collection of information displays a current 

valid OMB Control Number. The OMB 

Control Number for this information 

collection is 2120–0056. Public reporting for 

this collection of information is estimated to 

be approximately 5 minutes per response, 

including the time for reviewing instructions, 

completing and reviewing the collection of 

information. All responses to this collection 

of information are mandatory. Comments 

concerning the accuracy of this burden and 

suggestions for reducing the burden should 

be directed to the FAA at: 800 Independence 

Ave. SW., Washington, DC 20591, Attn: 

Information Collection Clearance Officer, 

AES–200. 

(h) Related Information 

Refer to MCAI European Aviation Safety 

Agency (EASA) AD No.: 2012–0197, dated 

September 25, 2012; and Solo Kleinmotoren 

GmbH Service Bulletin Nr. 4603–13, Issue 1, 

dated September 24, 2012, for related 

information. 

(i) 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. 

(i) Solo Kleinmotoren GmbH Service 

Bulletin Nr. 4603–13, Issue 1, dated 

September 24, 2012. 

(ii) Reserved. 

(3) For Solo Kleinmotoren GmbH service 

information identified in this AD, contact 

Solo Kleinmotoren GmbH, Postfach 60 01 52, 

D 71050 Sindelfingen, Germany; telephone: 

+49 07031–301–0; fax: +49 07031–301–136; 

email: aircraft@solo-germany.com; Internet: 

http://aircraft.solo-online.com/. 

(4) You may view this service information 

at FAA, Small Airplane Directorate, 901 

Locust, Kansas City, Missouri 64106. For 

information on the availability of this 

material at the FAA, call (816) 329–4148. 

(5) You may 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/ 

index.html. 

Issued in Kansas City, Missouri, on 

February 1, 2013. 

Earl Lawrence, 

Manager, Small Airplane Directorate, Aircraft 

Certification Service. 

[FR Doc. 2013–02718 Filed 2–11–13; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2013–0098; Directorate 

Identifier 2011–SW–039–AD; Amendment 

39–17339; AD 2013–03–16] 

RIN 2120–AA64 

Airworthiness Directives; Bell 

Helicopter Textron Helicopters 

AGENCY: Federal Aviation 

Administration (FAA), Department of 

Transportation (DOT). 

ACTION: Final rule; request for 

comments. 

SUMMARY: We are superseding an 

existing airworthiness directive (AD) for 

the Bell Helicopter Textron (Bell) Model 

212 helicopters and adopting 

requirements for Bell Model 204B, 

205A, 205A–1, 205B and 210 

helicopters with certain part-numbered 

main rotor hub inboard strap fittings 

(fittings). This AD requires magnetic 

particle inspecting (MPI) the fittings for 


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9794 Federal Register / Vol. 78, No. 29 / Tuesday, February 12, 2013 / Rules and Regulations 

a crack, and if a crack exists, replacing 

the fittings with airworthy fittings. This 

AD is prompted by reports of additional 

cracked fittings and the determination 

that additional part-numbered fittings 

may not have been manufactured in 

accordance with approved 

manufacturing processes and controls. 

These actions are intended to identify a 

crack in the fitting, which may lead to 

the fitting’s failure, loss of a main rotor 

blade, and subsequent loss of helicopter 

control. 

DATES: This AD becomes effective 

February 27, 2013. 

We must receive comments on this 

AD by April 15, 2013. 

ADDRESSES: You may send comments by 

any of the following methods: 

• Federal eRulemaking Docket: Go to 

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

online instructions for sending your 

comments electronically. 

• Fax: 202–493–2251. 

• Mail: Send comments to the U.S. 

Department of Transportation, Docket 

Operations, M–30, West Building 

Ground Floor, Room W12–140, 1200 

New Jersey Avenue SE., Washington, 

DC 20590–0001. 

• Hand Delivery: Deliver to the 

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

p.m., Monday through Friday, except 

Federal holidays. 

Examining the AD Docket 

You may examine the AD docket on 

the Internet at http:// 

www.regulations.gov or in person at the 

Docket Operations Office between 9 

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

Friday, except Federal holidays. The AD 

docket contains this AD, the economic 

evaluation, any comments received, and 

other information. The street address for 

the Docket Operations Office (telephone 

800–647–5227) is in the ADDRESSES

section. Comments will be available in 

the AD docket shortly after receipt. 

For service information identified in 

this AD, contact Bell Helicopter 

Textron, Inc., P.O. Box 482, Fort Worth, 

TX 76101, telephone (817) 280–3391, 

fax (817) 280–6466, or at http:// 

www.bellcustomer.com/files/. You may 

review a copy of the referenced service 

information at the FAA, Office of the 

Regional Counsel, Southwest Region, 

2601 Meacham Blvd., Room 663, Fort 

Worth, Texas 76137. 

FOR FURTHER INFORMATION CONTACT: 

Michael Kohner, Aerospace Engineer, 

FAA, Rotorcraft Directorate, Rotorcraft 

Certification Office, 2601 Meacham 

Blvd., Fort Worth, Texas, 76137, phone: 

(817) 222–5170; fax: (817) 222–5783; 

email: mike.kohner@faa.gov. 

SUPPLEMENTARY INFORMATION: 

Comments Invited 

This AD is a final rule that involves 

requirements affecting flight safety, and 

we did not provide you with notice and 

an opportunity to provide your 

comments prior to it becoming effective. 

However, we invite you to participate in 

this rulemaking by submitting written 

comments, data, or views. We also 

invite comments relating to the 

economic, environmental, energy, or 

federalism impacts that resulted from 

adopting this AD. The most helpful 

comments reference a specific portion of 

the AD, explain the reason for any 

recommended change, and include 

supporting data. To ensure the docket 

does not contain duplicate comments, 

commenters should send only one copy 

of written comments, or if comments are 

filed electronically, commenters should 

submit them only one time. 

We will file in the docket all 

comments that we receive, as well as a 

report summarizing each substantive 

public contact with FAA personnel 

concerning this rulemaking during the 

comment period. We will consider all 

the comments we receive and may 

conduct additional rulemaking based on 

those comments. 

Discussion 

On March 29, 2011, the FAA issued 

AD 2011–08–01, Amendment 39–16651 

(76 FR 18865, April 6, 2011), which 

superseded previously existing 

emergency AD 2010–25–51, for Bell 

Model 212 helicopters with a fitting, 

part number (P/N) 212–010–103–007 

and with a certain serial number (S/N). 

AD 2011–08–01 retained the 

requirements of AD 2010–25–51 to 

replace certain serial-numbered fittings 

and perform an MPI for a crack on other 

serial-numbered fittings, and expanded 

the applicability to require performing 

an MPI on additional serial-numbered 

fittings. The AD based the compliance 

time for performing an MPI on the 

number of hours time-in-service (TIS) of 

the fitting. That AD was prompted by 

reports of cracks in fittings. 

Subsequently, the cracking was 

determined to have been caused by the 

manufacturer’s failure to follow 

approved manufacturing processes and 

controls during the quenching operation 

from the heat treating of the fittings. 

Since AD 2011–08–01 was issued, 

two additional fittings were found with 

a crack. Based on these additional 

reported cracks, we have determined 

that a crack may occur in a fitting 

regardless of the hours TIS. In addition, 

fitting P/Ns 204–012–102–001, –005, 

–009, 212–010–103–005, and –101, 

which are used on other model 

helicopters, are susceptible to the same 

type of cracking because they are of 

similar design and manufacture to 

fitting P/N 212–010–103–007, which 

was the subject of AD 2011–08–01. 

Failure of a fitting in flight may result 

in the loss of a main rotor blade and 

subsequent loss of helicopter control. 

Therefore, this AD reduces the 

compliance time for performing an MPI 

of some serial-numbered fittings by 

requiring an MPI for all applicable 

serial-numbered fittings within 25 hours 

TIS or 15 days, whichever occurs first. 

This AD does not require you to report 

a cracked fitting to the Rotorcraft 

Certification Office. 

FAA’s Determination 

We are issuing this AD because we 

evaluated all the relevant information 

and determined the unsafe condition 

described previously is likely to exist or 

develop in other products of the same 

type design. 

Related Service Information 

We have reviewed Bell Alert Service 

Bulletin (ASB) No. 212–10–141, 

Revision A, dated November 18, 2010, 

for the Model 212 helicopter, which 

specifies the immediate removal from 

service of fittings with certain S/Ns. 

We have also reviewed ASB No. 204– 

11–66 for the Model 204B helicopters; 

ASB No. 205–11–107 for the Model 

205A and 205A–1 helicopters; ASB No. 

205B–11–58 for the Model 205B 

helicopters; ASB No. 210–11–08 for the 

Model 210 helicopters; and ASB No. 

212–10–142, Revision B for the Model 

212 helicopters; all dated May 31, 2011. 

These ASBs specify: 

• For certain serial-numbered fittings 

with less than 400 flight hours, 

performing an initial MPI within 100 

flight hours but before the fitting 

reaches 425 flight hours or before 

November 26, 2011, whichever occurs 

first. 

• For certain serial-numbered fittings 

with more than 400 hours, performing 

an initial MPI within 25 flight hours or 

before November 26, 2011, whichever 

occurs first. 

• Certain serial-numbered fittings that 

have already had an MPI during main 

rotor hub assembly maintenance or 

during an overhaul do not need an 

additional MPI. Historical records must 

be annotated to show compliance 

during records inspection. 

• If defects are found, returning the 

removed strap fittings to Bell. 

• If no defects are found, reidentifying the fitting by adding an 

‘‘FM’’ at the end of the part number and 

making a record entry. 


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• Performing a recurring MPI on all 

fittings, regardless of S/N and prefix, at 

1,200 hours or 24 months for all models, 

except the Model 210, and at the 

tension-torsion (TT) strap replacement 

for the Model 210 helicopters. 

AD Requirements 

This AD supersedes AD 2011–08–01 

(76 FR 18865, April 6, 2011) and 

requires for any Model 204B, 205A, 

205A–1, 205B, 210 and 212 helicopter 

with certain fittings the following 

actions: 

• Within 25 hours TIS or 15 days, 

whichever occurs first, performing an 

MPI of each fitting for a crack. 

• If a fitting is cracked, before further 

flight, replacing it with an airworthy 

fitting. 

• If a fitting is not cracked, reidentifying the fitting and its component 

history card or equivalent record by 

adding ‘‘FM’’ at the end of the P/N. 

If an MPI has previously been 

performed on a fitting and the 

component history card or equivalent 

record of the fitting has been reidentified with ‘‘FM’’ at the end of the 

P/N, the requirements of this AD have 

been met. 

Differences Between This AD and the 

Service Information 

This AD differs from the ASBs 

because we require an MPI within 25 

hours time-in-service or 15 days, 

whichever occurs first, of any fitting 

with an affected P/N and S/N. Bell 

requires different compliance times 

depending on the hours TIS of the 

fitting. We do not require the immediate 

removal of fittings, P/N 212–010–103– 

007, with certain S/Ns because the MPI 

provides the necessary level of safety. 

We do not require returning parts to 

Bell. 

Costs of Compliance 

We estimate that this AD affects 152 

helicopters of U.S. registry and that 

labor costs average $85 per work-hour. 

Based on these estimates, we expect the 

following costs to comply with this AD: 

• We estimate that 304 fittings (2 per 

helicopter) will need to be MPI 

inspected for a crack and that this task 

will require 40 work-hours. No parts are 

needed for the inspection, bringing the 

total cost per helicopter to $3,400; 

$516,800 for all U.S. operators. 

• If a fitting is cracked, replacement 

parts will cost $2,367 per fitting. Labor 

costs will not be an additional expense 

as they can be absorbed as part of the 

inspection. 

According to Bell’s service 

information, some of the costs of this 

AD may be covered under warranty, 

thereby reducing the cost impact on 

affected individuals. We do not control 

warranty coverage by Bell. Accordingly, 

we have included all costs in our cost 

estimate. 

FAA’s Justification and Determination 

of the Effective Date 

Providing an opportunity for public 

comments prior to adopting these AD 

requirements, would delay 

implementing the safety actions needed 

to correct this known unsafe condition. 

Therefore, we find that the risk to the 

flying public justifies waiving notice 

and comment prior to the adoption of 

this rule because the required corrective 

actions must be accomplished within 15 

days, a very short time period based on 

the average flight-hour utilization rate of 

these helicopters. 

Since an unsafe condition exists that 

requires the immediate adoption of this 

AD, we determined that notice and 

opportunity for public comment before 

issuing this AD are impracticable and 

that good cause exists for making this 

amendment effective in less than 30 

days. 

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 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, 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 Amendment 39–16651 (76 FR 

18865, April 6, 2011) and adding the 

following new airworthiness directive 

(AD): 

2013–03–16 Bell Helicopter Textron (Bell): 

Amendment 39–17339; Docket No. 

FAA–2013–0098; Directorate Identifier 

2011–SW–39–AD. 

(a) Applicability 

This AD applies to Model 204B, 205A, 

205A–1, 205B, 210 and 212 helicopters, 

certificated in any category, with a main rotor 

hub inboard strap fitting (fitting) with a part 

number (P/N) and serial number (S/N) listed 

in Table 1 to paragraph (a) of this AD. 

TABLE 1 TO PARAGRAPH (A) 

Helicopter models Fitting P/Ns Fitting S/Ns 

204B ........................................................ 204–012–102–001 .................................. All. 


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TABLE 1 TO PARAGRAPH (A)—Continued 

Helicopter models Fitting P/Ns Fitting S/Ns 

204B, 205A and 205A–1 ......................... 204–012–102–005 .................................. All. 

204B, 205A and 205A–1 ......................... 204–012–102–009 .................................. All, except S/Ns 7500 or larger with a prefix of ‘‘A’’. 

212 .......................................................... 212–010–103–005 .................................. All. 

212 .......................................................... 212–010–103–007 .................................. All, except S/Ns 140 or larger with a prefix of ‘‘SH’’ and except S/Ns 11021 or larger with a prefix of ‘‘A’’. 

205A–1, 205B and 210 ........................... 212–010–103–101 .................................. All, except S/Ns 486 or larger with a prefix of ‘‘SH,’’ and 

except S/Ns 10997 or larger with a prefix of ‘‘A’’. 

(b) Unsafe Condition 

This AD defines the unsafe condition as a 

crack in the fitting and the determination that 

additional part-numbered fittings may not 

have been manufactured in accordance with 

approved manufacturing processes and 

controls. This condition could result in 

failure of a fitting, loss of a main rotor blade, 

and loss of helicopter control. 

(c) Affected ADs 

This AD supersedes AD 2011–08–01, 

Docket No. FAA–2011–0323, Amendment 

39–16651 (76 FR 18865, April 6, 2011), 

Directorate Identifier 2011–SW–005–AD. 

(d) Effective Date 

This AD becomes effective February 27, 

2013. 

(e) Compliance 

You are responsible for performing each 

action required by this AD within the 

specified compliance time unless it has 

already been accomplished prior to that time. 

(f) Required Actions 

(1) Within 25 hours time-in-service or 15 

days, whichever occurs first, perform a 

magnetic particle inspection (MPI) of each 

fitting for a crack. If an MPI was already 

performed on a fitting resulting in reidentifying the fitting with ‘‘FM’’ at the end 

of the P/N or at the end of the P/N on the 

fitting’s component history card or 

equivalent record, then the requirements of 

this AD have been met. 

(2) If a fitting is cracked, before further 

flight, replace it with an airworthy fitting. 

(3) If a fitting is not cracked, before further 

flight, re-identify the fitting by adding ‘‘FM’’ 

at the end of the P/N using a vibrating stylus. 

The depth of the ‘‘FM’’ must not exceed 

0.005 inches or extend within 0.10 inch of 

the part’s edge. Also, add ‘‘FM’’ at the end 

of the P/N on the fitting’s 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, 

Aerospace Engineer, FAA, Rotorcraft 

Directorate, Rotorcraft Certification Office, 

2601 Meacham Blvd., Fort Worth, Texas, 

76137, phone: (817) 222–5170; fax: (817) 

222–5783; email: mike.kohner@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. 

(h) Additional Information 

Bell Alert Service Bulletin (ASB) No. 212– 

10–141, Revision A, dated November 18, 

2010; and ASBs No. 204–11–66, No. 205–11– 

107, No. 205B–11–58, No. 210–11–08; and 

No. 212–10–142 Revision B, all dated May 

31, 2011, which are not incorporated by 

reference, contain additional information 

about the subject of this AD. For this service 

information, contact Bell Helicopter Textron, 

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

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

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

files/. You may review this service 

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. 

Issued in Fort Worth, Texas, on January 28, 

2013. 

Lance T. Gant, 

Acting Manager, Rotorcraft Directorate, 

Aircraft Certification Service. 

[FR Doc. 2013–02899 Filed 2–11–13; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2012–1273; Directorate 

Identifier 2012–CE–045–AD; Amendment 

39–17350; AD 2013–03–15] 

RIN 2120–AA64 

Airworthiness Directives; Cessna 

Aircraft Company Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule. 

SUMMARY: We are adopting a new 

airworthiness directive (AD) for certain 

Cessna Aircraft Company Models 172R 

and 172S airplanes. This AD was 

prompted by reports of chafing of a new 

configuration of the fuel return line 

assembly, which was caused by the fuel 

return line assembly rubbing against the 

right steering tube assembly during 

rudder pedal actuation. This AD 

requires you to install the forward and 

aft fuel return line support clamps and 

brackets; inspect for a minimum 

clearance between the fuel return line 

assembly and the steering tube assembly 

and clearance between the fuel return 

line assembly and the airplane 

structure; and, if any damage is found, 

replace the fuel return line assembly. 

We are issuing this AD to correct the 

unsafe condition on these products. 

DATES: This AD is effective March 19, 

2013. 

The Director of the Federal Register 

approved the incorporation by reference 

of a certain publication listed in the AD 

as of March 19, 2013. 

ADDRESSES: For service information 

identified in this AD, contact Cessna 

Aircraft Company, Customer service, 

P.O. Box 7706, Wichita, KS 67277; 

telephone: (316) 517–5800; fax: (316) 

517–7271; email: 

customercare@cessna.textron.com; 

Internet: http:// 

www.cessnasupport.com. You may 

review copies of the referenced service 

information at the FAA, Small Airplane 

Directorate, 901 Locust, Kansas City, 

MO 64106. For information on the 

availability of this material at the FAA, 

call (816) 329–4148. 

Examining the AD Docket 

You may examine the AD docket on 

the Internet at http:// 

www.regulations.gov; or in person at the 

Docket Management Facility between 9 

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

Friday, except Federal holidays. The AD 

docket contains this AD, the regulatory 

evaluation, any comments received, and 

other information. The address for the 

Docket Office (phone: 800–647–5527) is 

Document Management Facility, U.S. 

Department of Transportation, Docket 

Operations, M–30, West Building 

Ground Floor, Room W12–140, 1200 

New Jersey Avenue SE., Washington, 

DC 20590. 

FOR FURTHER INFORMATION CONTACT: Jeff 

Janusz, Aerospace Engineer, Wichita 


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