Federal Register / Vol. 87, No. 105 / Wednesday, June 1, 2022 / Rules and Regulations 32975 

Airworthiness Division, FAA, 1600 Stewart 

Ave., Suite 410, Westbury, NY 11590; 

telephone (516) 228–7330; email 

andrea.jimenez@faa.gov. 

(l) Material Incorporated by Reference 

(1) The Director of the Federal Register 

approved the incorporation by reference 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 this AD specifies otherwise. 

(i) European Union Aviation Safety Agency 

(EASA) AD 2021–0255, dated November 15, 

2021, and corrected November 24, 2021. 

(ii) [Reserved] 

(3) For EASA AD 2021–0255, contact 

EASA, Konrad-Adenauer-Ufer 3, 50668 

Cologne, Germany; telephone +49 221 8999 

000; email ADs@easa.europa.eu; internet 

www.easa.europa.eu. You may find the 

EASA material on the EASA website at 

https://ad.easa.europa.eu. 

(4) You may view this service information 

at the FAA, Office of the Regional Counsel, 

Southwest Region, 10101 Hillwood Pkwy., 

Room 6N–321, Fort Worth, TX 76177. For 

information on the availability of this 

material at the FAA, call (817) 222–5110. 

This material may be found in the AD docket 

at https://www.regulations.gov by searching 

for and locating Docket No. FAA–2022–0281. 

(5) You may view this material that is 

incorporated by reference at the National 

Archives and Records Administration 

(NARA). For information on the availability 

of this material at NARA, email 

fr.inspection@nara.gov, or go to: https://

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

Issued on May 16, 2022. 

Gaetano A. Sciortino, 

Deputy Director for Strategic Initiatives, 

Compliance & Airworthiness Division, 

Aircraft Certification Service. 

[FR Doc. 2022–11557 Filed 5–31–22; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2020–1003; Project 

Identifier MCAI–2020–00962–A; Amendment 

39–22059; AD 2022–11–09] 

RIN 2120–AA64 

Airworthiness Directives; Viking Air 

Limited (Type Certificate Previously 

Held by Bombardier Inc. and de 

Havilland, Inc.) Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule. 

SUMMARY: The FAA is adopting a new 

airworthiness directive (AD) for all 

Viking Air Limited (Viking) (type 

certificate previously held by 

Bombardier Inc. and de Havilland, Inc.) 

Model DHC–6–1, DHC–6–100, DHC–6– 

200, DHC–6–300, and DHC–6–400 

airplanes. This AD results from 

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 

identifies the unsafe condition as cracks 

and corrosion damage to the aileron 

internal structure. This AD requires 

visually inspecting the entire aileron 

internal structure, correcting any 

damage found, and reporting the 

inspection results to Viking. The FAA is 

issuing this AD to address the unsafe 

condition on these products. 

DATES: This AD is effective July 6, 2022. 

The Director of the Federal Register 

approved the incorporation by reference 

of a certain publication listed in this AD 

as of July 6, 2022. 

ADDRESSES: For service information 

identified in this final rule, contact 

Viking Air Ltd., 1959 de Havilland Way, 

Sidney British Columbia, Canada V8L 

5V5; phone: (800) 663–8444; email: 

continuing.airworthiness@

vikingair.com; website: https://

www.vikingair.com. You may view this 

service information at the FAA, 

Airworthiness Products Section, 

Operational Safety Branch, 901 Locust, 

Kansas City, MO 64106. For information 

on the availability of this material at the 

FAA, call (817) 222–5110. It is also 

available at https://www.regulations.gov 

by searching for and locating Docket No. 

FAA–2020–1003. 

Examining the AD Docket 

You may examine the AD docket at 

https://www.regulations.gov by 

searching for and locating Docket No. 

FAA–2020–1003; or in person at Docket 

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

Monday through Friday, except Federal 

holidays. The AD docket contains this 

final rule, the MCAI, any comments 

received, and other information. The 

address for Docket Operations is U.S. 

Department of Transportation, Docket 

Operations, M–30, West Building 

Ground Floor, Room W12–140, 1200 

New Jersey Avenue SE, Washington, DC 

20590. 

FOR FURTHER INFORMATION CONTACT: 

Deep Gaurav, Aviation Safety Engineer, 

New York ACO Branch, FAA, 1600 

Stewart Avenue, Suite 410, Westbury, 

NY 11590; phone: (516) 228–7300; 

email: deep.gaurav@faa.gov. 

SUPPLEMENTARY INFORMATION: 

Background 

The FAA issued a notice of proposed 

rulemaking (NPRM) to amend 14 CFR 

part 39 by adding an AD that would 

apply to all Viking Model DHC–6–1, 

DHC–6–100, DHC–6–200, DHC–6–300, 

and DHC–6–400 airplanes. The NPRM 

published in the Federal Register on 

January 21, 2022 (87 FR 3236). The 

NPRM was prompted by MCAI from 

Transport Canada, which is the aviation 

authority for Canada. Transport Canada 

issued AD CF–2020–05, dated March 

13, 2020 (referred to after this as ‘‘the 

MCAI’’), to correct an unsafe condition 

on Viking Model DHC–6 series 1, DHC– 

6 series 100, DHC–6 series 110, DHC–6 

series 200, DHC–6 series 210, DHC–6 

series 300, DHC–6 series 310, DHC–6 

series 320, and DHC–6 series 400 

airplanes. The MCAI states: 

Viking Air Ltd. (Viking) received reports of 

cracks and corrosion damage to the aileron 

internal structure. During a repair of an inservice aeroplane, an aileron hinge support 

rib was found cracked at the lower flange 

along the bend radius near the hinge fitting 

attachment at wing station 247.29. 

Preliminary investigation by Viking 

determined that the observed crack was the 

result of fatigue. During an inspection of 

another in-service aeroplane, the aileron 

inboard rib and the vertical flange of the 

inboard aileron forward spar near a fastener 

hole were also found cracked. 

The current inspection requirements of the 

affected aeroplanes do not include a direct 

inspection of the aileron internal structure. 

Cracks or other damage to the aileron ribs or 

to the aileron spar flanges are not detectable 

from the aileron exterior surfaces. 

Undetected cracks or other damage to the 

aileron internal structure could lead to 

progressive looseness of the aileron at the 

hinge support rib push-pull rod attachment 

and subsequent flutter condition and 

degraded or loss of aileron control. 

To detect and correct any cracking or other 

damage to the aileron internal structure, this 

[Transport Canada] AD mandates a one-time 

Special Detailed Inspection (SDI) of all 

aileron internal structure, including front and 

rear spars, all aileron ribs and upper and 

lower skins for cracks, corrosion or other 

damage, and rectification, as required, of the 

damaged parts. 

This [Transport Canada] AD also mandates 

reporting of all inspection results to Viking. 

The reporting of the inspection results is 

necessary to assess the overall aileron 

internal structural condition on in-service 

aeroplanes and to determine additional 

corrective action based on the results of the 

inspections. 

Viking has published Service Bulletin (SB) 

V6/0066 Revision A, dated 9 December 2019, 

(referred to as ‘‘the SB’’ in this [Transport 

Canada] AD) providing accomplishment 

instructions for the inspection, rectification 

of the damaged parts, and reporting 

requirements. 

You may examine the MCAI in the 

AD docket at https:// 


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32976 Federal Register / Vol. 87, No. 105 / Wednesday, June 1, 2022 / Rules and Regulations 

www.regulations.gov by searching for 

and locating Docket No. FAA–2020– 

1003. 

In the NPRM, the FAA proposed to 

require visually inspecting the entire 

aileron internal structure, correcting any 

damage found, and reporting the 

inspection results to Viking. The FAA is 

issuing this AD to prevent progressive 

looseness of the aileron at the hinge 

support rib push-pull rod attachment, 

flutter condition, and degraded or loss 

of aileron control, which could lead to 

loss of control of the airplane. 

Ex Parte Contact 

After the comment period closed, the 

FAA requested additional information 

from Transport Canada and Viking 

about the factory drilled drain holes in 

the ailerons. A summary of this 

discussion can be found in the 

rulemaking docket at https://

www.regulations.gov in Docket No. 

FAA–2020–1003. 

Discussion of Final Airworthiness 

Directive 

Comments 

The FAA received a comment from 

one commenter, Mile-Hi Skydiving 

Center (Mile-Hi). The following presents 

the comment received on the NPRM and 

the FAA’s response. 

Request Regarding Related Service 

Information 

Mile-Hi requested that Viking revise 

DHC–6 Twin Otter Service Bulletin V6/ 

0066, Revision A, dated December 9, 

2019 (Viking SB V6/0066, Revision A), 

to provide instructions for enlarging the 

aileron drain holes. Mile-Hi stated that 

the existing factory-drilled aileron drain 

holes are 3⁄16 inch (0.1875 inch) in 

diameter and are too small to 

accommodate the borescope used at its 

facility, which has a diameter of 1⁄4 inch 

(0.232 inch). Mile-Hi concluded that the 

existing aileron drain holes will need to 

be enlarged to accommodate any 

borescope for the proposed inspection. 

Mile-Hi also requested follow-on actions 

such as reducing the enlarged holes to 

the original size to prevent ingress of 

nesting insects such as wasps or hornets 

and static balancing the ailerons. As, in 

the NPRM, the FAA proposed to require 

inspecting the aileron in accordance 

with steps in Viking SB V6/0066, 

Revision A, the FAA infers that Mile-Hi 

is requesting that the FAA revise the 

proposed AD to include these actions. 

The FAA does not agree that this AD 

needs to mandate enlarging the aileron 

drain holes. The FAA contacted 

Transport Canada and Viking to obtain 

information on whether any other 

Model DHC–6 airplane operators have 

had similar issues regarding the 

diameter of the existing aileron drain 

holes. Viking advised that it has 

received approximately 170 service 

bulletin reply forms in response to 

Viking SB V6/0066, Revision A, and 

operators have successfully done the 

borescope inspection with no difficulty. 

In addition, Viking confirmed that the 

0.1875-inch diameter aileron drain hole 

size is standard per the Model DHC–6 

airplane type design, and that 

commercially available borescope heads 

fit into the standard-sized holes (as 

specified in the equipment list in 

Section II.A.1 of Viking SB V6/0066, 

Revision A). Based on this information, 

the FAA has determined that the 

borescope diameter is not a fleet-wide 

issue that needs further attention. 

The FAA acknowledges field repairs 

to replace the aileron skins could have 

been completed on some airplanes 

where, during replacement, the drain 

holes were omitted or manufactured 

undersized. If field repairs have been 

done that prevent compliance with the 

inspection in this AD, then the operator 

will need approval of an alternative 

method of compliance. The FAA did not 

change this AD based on this comment. 

Conclusion 

These products have been approved 

by the aviation authority of another 

country and are approved for operation 

in the United States. Pursuant to the 

FAA’s bilateral agreement with this 

State of Design Authority, it has notified 

the FAA of the unsafe condition 

described in the MCAI referenced 

above. The FAA reviewed the relevant 

data, considered the comment received, 

and determined that air safety requires 

adopting the AD as proposed. 

Accordingly, the FAA is issuing this AD 

to address the unsafe condition on these 

products. This AD is adopted as 

proposed in the NPRM. 

Related Service Information Under 1 

CFR Part 51 

The FAA reviewed Viking DHC–6 

Twin Otter Service Bulletin V6/0066, 

Revision A, dated December 9, 2019. 

The service information specifies 

procedures for visually inspecting the 

entire aileron internal structure, 

including front and rear spars, all 

aileron ribs, and upper and lower skins; 

repairing or replacing any damaged part; 

and reporting inspection results to 

Viking Air Limited technical support. 

This service information is reasonably 

available because the interested parties 

have access to it through their normal 

course of business or by the means 

identified in the ADDRESSES section. 

Other Related Service Information 

The FAA also reviewed Viking DHC– 

6 Twin Otter Service Bulletin V6/0066, 

Revision NC, dated August 29, 2019. 

The service information specifies 

procedures for visually inspecting the 

aileron ribs, including ribs and both 

sides of the hinge arm; repairing or 

replacing any damaged part; and 

reporting inspection results to Viking 

Air Limited technical support. 

Interim Action 

The FAA considers that this AD is an 

interim action. The inspection reports 

will provide the FAA and Viking 

additional data for determining the 

damage present in the fleet. After 

analyzing the data, the FAA may take 

further rulemaking action. 

Differences Between This AD and the 

MCAI 

The MCAI applies to Viking Air 

Limited Model DHC–6 series 110, DHC– 

6 series 210, DHC–6 series 310, and 

DHC–6 series 320, and this AD does not 

because these models do not have an 

FAA type certificate. Model DHC–6 

series 1, DHC–6 series 100, DHC–6 

series 200, DHC–6 series 300, and DHC– 

6 series 400 airplanes specified in the 

MCAI correspond to FAA Model DHC– 

6–1, DHC–6–100, DHC–6–200, DHC–6– 

300, and DHC–6–400 airplanes, 

respectively. 

Costs of Compliance 

The FAA estimates that this AD 

affects 33 airplanes of U.S. registry. The 

FAA also estimates that it would take 

about 3 work-hours per airplane to 

comply with the inspection and 1 workhour to comply with the reporting 

requirement of this AD. The average 

labor rate is $85 per work-hour. 

Based on these figures, the FAA 

estimates the cost of this AD on U.S. 

operators will be $11,220 or $340 per 

airplane. 

In addition, the FAA estimates that 

any necessary follow-on actions to 

replace an aileron would take 6 workhours and require parts costing $52,243, 

for a cost of $52,753 per airplane. The 

FAA has no way of determining the 

number of airplanes that may need these 

actions. 

Paperwork Reduction Act 

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 currently valid 

OMB Control Number. The OMB 


jspears on DSK121TN23PROD with RULES1
Federal Register / Vol. 87, No. 105 / Wednesday, June 1, 2022 / Rules and Regulations 32977 

Control Number for this information 

collection is 2120–0056. Public 

reporting for this collection of 

information is estimated to take 

approximately 1 hour per response, 

including the time for reviewing 

instructions, searching existing data 

sources, gathering and maintaining the 

data needed, and completing and 

reviewing the collection of information. 

All responses to this collection of 

information are mandatory. Send 

comments regarding this burden 

estimate or any other aspect of this 

collection of information, including 

suggestions for reducing this burden to: 

Information Collection Clearance 

Officer, Federal Aviation 

Administration, 10101 Hillwood 

Parkway, Fort Worth, TX 76177–1524. 

Authority for This Rulemaking 

Title 49 of the United States Code 

specifies the FAA’s authority to issue 

rules on aviation safety. Subtitle I, 

section 106, describes the authority of 

the FAA Administrator. Subtitle VII: 

Aviation Programs, describes in more 

detail the scope of the Agency’s 

authority. 

The FAA is issuing this rulemaking 

under the authority described in 

Subtitle VII, Part A, Subpart III, Section 

44701: General requirements. Under 

that section, Congress charges the FAA 

with promoting safe flight of civil 

aircraft in air commerce by prescribing 

regulations for practices, methods, and 

procedures the Administrator finds 

necessary for safety in air commerce. 

This regulation is within the scope of 

that authority because it addresses an 

unsafe condition that is likely to exist or 

develop on products identified in this 

rulemaking action. 

Regulatory Findings 

This AD will not have federalism 

implications under Executive Order 

13132. This AD will not have a 

substantial direct effect on the States, on 

the relationship between the national 

government and the States, or on the 

distribution of power and 

responsibilities among the various 

levels of government. 

For the reasons discussed above, I 

certify that this AD: 

(1) Is not a ‘‘significant regulatory 

action’’ under Executive Order 12866, 

(2) Will not affect intrastate aviation 

in Alaska, and 

(3) Will not have a significant 

economic impact, positive or negative, 

on a substantial number of small entities 

under the criteria of the Regulatory 

Flexibility Act. 

List of Subjects in 14 CFR Part 39 

Air transportation, Aircraft, Aviation 

safety, Incorporation by reference, 

Safety. 

The Amendment 

Accordingly, under the authority 

delegated to me by the Administrator, 

the FAA amends 14 CFR part 39 as 

follows: 

PART 39—AIRWORTHINESS 

DIRECTIVES 

■ 1. The authority citation for part 39 

continues to read as follows: 

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

§ 39.13 [Amended] 

■ 2. The FAA amends § 39.13 by adding 

the following new airworthiness 

directive: 

2022–11–09 Viking Air Limited (Type 

Certificate Previously Held by 

Bombardier Inc. and de Havilland, Inc.): 

Amendment 39–22059; Docket No. 

FAA–2020–1003; Project Identifier 

MCAI–2020–00962–A. 

(a) Effective Date 

This airworthiness directive (AD) is 

effective July 6, 2022. 

(b) Affected ADs 

None. 

(c) Applicability 

This AD applies to Viking Air Limited 

(type certificate previously held by 

Bombardier Inc. and de Havilland, Inc.) 

Model DHC–6–1, DHC–6–100, DHC–6–200, 

DHC–6–300, and DHC–6–400 airplanes, all 

serial numbers, certificated in any category. 

(d) Subject 

Joint Aircraft System Component (JASC) 

Code 5700, Wing Structure. 

(e) Unsafe Condition 

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 

identifies the unsafe condition as cracks and 

corrosion damage to the aileron internal 

structure. The FAA is issuing this AD to 

detect and correct cracks and other damage 

to the aileron internal structure. The unsafe 

condition, if not addressed, could result in 

progressive looseness of the aileron at the 

hinge support rib push-pull rod attachment, 

flutter condition, and degraded or loss of 

aileron control, which could lead to loss of 

control of the airplane. 

(f) Compliance 

Comply with this AD within the 

compliance times specified, unless already 

done. 

(g) Inspection and Replacement of the 

Aileron 

At the compliance time specified in 

paragraph (g)(1) or (2) of this AD, inspect the 

left-hand (LH) and right-hand (RH) aileron 

internal structures for cracks, corrosion, and 

other damage and take any necessary 

corrective actions in accordance with the 

Accomplishment Instructions, steps II.A. 

through II.A.3. of Viking DHC–6 Twin Otter 

Service Bulletin V6/0066, Revision A, dated 

December 9, 2019 (Viking SB V6/0066, 

Revision A). 

(1) For each LH or RH aileron that has 

accumulated 16,000 or more hours time-inservice (TIS), 32,000 or more flight cycles 

(FC), or 10 or more years since first 

installation on an airplane, whichever occurs 

first: Within 6 months after the effective date 

of this AD. 

(2) For each LH or RH aileron that has 

accumulated less than 16,000 hours TIS, less 

than 32,000 FC, and less than 10 years since 

first installation on an airplane: Within 6 

months after accumulating 16,000 hours TIS, 

32,000 FC, or 10 years, whichever occurs 

first. 

(h) Reporting Requirement 

Within 30 days after the inspection 

required by paragraph (g)(1) or (2) of this AD 

or within 30 days after the effective date of 

this AD, whichever occurs later, report to 

Viking the information requested on the 

Inspection Reply Form, page 7, of Viking SB 

V6/0066, Revision A. 

(i) Credit for Previous Actions 

You may take credit for the actions 

required by paragraphs (g)(1) and (2) of this 

AD if you performed those actions before the 

effective date of this AD using Viking DHC– 

6 Twin Otter Service Bulletin V6/0066, 

Revision NC, dated August 29, 2019. 

(j) Alternative Methods of Compliance 

(AMOCs) 

(1) The Manager, New York ACO Branch, 

FAA, has the authority to approve AMOCs 

for this AD, if requested using the procedures 

found in 14 CFR 39.19. In accordance with 

14 CFR 39.19, send your request to your 

principal inspector or local Flight Standards 

District Office, as appropriate. If sending 

information directly to the manager of the 

certification office, send it to the attention of 

the person identified in paragraph (k)(1) of 

this AD. 

(2) Before using any approved AMOC, 

notify your appropriate principal inspector, 

or lacking a principal inspector, the manager 

of the local flight standards district office/ 

certificate holding district office. 

(k) Related Information 

(1) For more information about this AD, 

contact Deep Gaurav, Aviation Safety 

Engineer, New York ACO Branch, FAA, 1600 

Stewart Avenue, Suite 410, Westbury, NY 

11590; phone: (516) 228–7300; email: 

deep.gaurav@faa.gov. 

(2) Refer to Transport Canada AD CF– 

2020–05, dated March 13, 2020, for more 

information. You may examine the Transport 

Canada AD at https://www.regulations.gov by 

searching for and locating Docket No. FAA– 

2020–1003. 

(l) Material Incorporated by Reference 

(1) The Director of the Federal Register 

approved the incorporation by reference 


jspears on DSK121TN23PROD with RULES1
32978 Federal Register / Vol. 87, No. 105 / Wednesday, June 1, 2022 / Rules and Regulations 

(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) Viking DHC–6 Twin Otter Service 

Bulletin V6/0066, Revision A, dated 

December 9, 2019. 

(ii) [Reserved] 

(3) For service information identified in 

this AD, contact Viking Air Ltd., 1959 de 

Havilland Way, Sidney, British Columbia, 

Canada V8L 5V5; phone: (800) 663–8444; 

email: continuing.airworthiness@

vikingair.com; website: https://

www.vikingair.com. 

(4) You may view this service information 

at the FAA, Airworthiness Products Section, 

Operational Safety Branch, 901 Locust, 

Kansas City, MO 64106. For information on 

the availability of this material at the FAA, 

call (817) 222–5110. 

(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, 

email: fr.inspection@nara.gov, or go to: 

https://www.archives.gov/federal-register/cfr/ 

ibr-locations.html. 

Issued on May 17, 2022. 

Gaetano A. Sciortino, 

Deputy Director for Strategic Initiatives, 

Compliance & Airworthiness Division, 

Aircraft Certification Service. 

[FR Doc. 2022–11559 Filed 5–31–22; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2022–0387; Project 

Identifier AD–2021–01225–R; Amendment 

39–22069; AD 2022–11–19] 

RIN 2120–AA64 

Airworthiness Directives; Bell Textron 

Inc. Helicopters 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule. 

SUMMARY: The FAA is adopting a new 

airworthiness directive (AD) for certain 

Bell Textron Inc. Model 212, 412, 

412CF, and 412EP helicopters. This AD 

was prompted by a report of a cracked 

check valve. This AD requires 

inspecting certain engine oil and fuel 

check valves, and depending on the 

results, repetitively inspecting and 

removing the check valve from service. 

This AD also prohibits installing 

affected engine oil and fuel check valves 

on any helicopter. The FAA is issuing 

this AD to address the unsafe condition 

on these products. 

DATES: This AD is effective July 6, 2022. 

ADDRESSES: For service information 

identified in this final rule, contact Bell 

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

TX 76101, United States; phone 1–450– 

437–2862 or (800) 363–8023; email: 

productsupport@bellflight.com; website: 

https://www.bellflight.com/support/. 

You may view this service information 

at the FAA, Office of the Regional 

Counsel, Southwest Region, 10101 

Hillwood Pkwy., Room 6N–321, Fort 

Worth, TX 76177. For information on 

the availability of this material at the 

FAA, call (817) 222–5110. 

Examining the AD Docket 

You may examine the AD docket at 

https://www.regulations.gov by 

searching for and locating Docket No. 

FAA–2022–0387; or in person at Docket 

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

Monday through Friday, except Federal 

holidays. The AD docket contains this 

final rule, any comments received, and 

other information. The address for 

Docket Operations is U.S. Department of 

Transportation, Docket Operations, M– 

30, West Building Ground Floor, Room 

W12–140, 1200 New Jersey Avenue SE, 

Washington, DC 20590. 

FOR FURTHER INFORMATION CONTACT: 

Kuethe Harmon, Safety Management 

Program Manager, Certification & 

Program Management Section, DSCO 

Branch, Compliance & Airworthiness 

Division, FAA, 10101 Hillwood Pkwy., 

Fort Worth, TX 76177; telephone (817) 

222–5198; email kuethe.harmon@

faa.gov. 

SUPPLEMENTARY INFORMATION: 

Background 

The FAA issued a notice of proposed 

rulemaking (NPRM) to amend 14 CFR 

part 39 by adding an AD that would 

apply to Bell Textron Inc. Model 212, 

412, 412CF, and 412EP helicopters with 

an engine oil check valve part number 

(P/N) 209–062–520–001 or fuel check 

valve P/N 209–062–607–001 

manufactured by Circor Aerospace that 

is marked ‘‘Circle Seal’’ and ‘‘CORONA 

CA,’’ except not a check valve marked 

with ‘‘TQL,’’ and has a manufacturing 

date code of, or prior to, ‘‘9/11’’ 

(September 2011), or does not have a 

manufacturing date code, installed. The 

NPRM published in the Federal 

Register on March 31, 2022 (87 FR 

18747). The NPRM was prompted by 

report of a cracked check valve 

manufactured in 2009 by Circor 

Aerospace. An incorrect torque value 

applied on the threaded fitting at the 

check valve inlet end during the 

assembly process resulted in the crack. 

Indication of this condition may also 

include an enlarged outside diameter 

(O.D.) measurement of the check valve 

housing at the inlet end where the 

threaded fitting is installed or a leak. 

These check valves may be installed as 

engine oil check valve P/N 209–062– 

520–001 and fuel check valve P/N 209– 

062–607–001 on Bell Textron Inc. 

Model 212, 412, 412CF, and 412EP 

helicopters. 

The FAA previously issued AD 2019– 

09–02, Amendment 39–19636 (84 FR 

22695, May 20, 2019), which applies to 

the same model helicopters with the 

same part-numbered check valves 

installed, except it is only for check 

valves marked ‘‘Circle Seal’’ and with a 

manufacturing date code of ‘‘10/11’’ 

(October 2011) through ‘‘03/15’’ (March 

2015). 

In the NPRM, the FAA proposed to 

require measuring the O.D. of an 

affected (engine oil or fuel) check valve 

housing at the center and at the inlet 

end where the threaded fitting is 

installed. If the dimension measured at 

the inlet end is greater than 0.003 inch 

(0.0762 mm) compared to the 

measurement at the center, the NPRM 

proposed to require repetitively 

inspecting the check valve for a crack 

and leak, and depending on the results, 

removing the check valve from service. 

The NPRM also proposed to require 

removing the check valve from service 

at a longer compliance time, which 

would terminate the repetitive 

inspections. Lastly, the NPRM proposed 

to prohibit installing affected check 

valves on any helicopter. 

Discussion of Final Airworthiness 

Directive 

Comments 

The FAA received no comments on 

the NPRM or on the determination of 

the costs. 

Conclusion 

The FAA reviewed the relevant data 

and determined that air safety requires 

adopting this AD as proposed. 

Accordingly, the FAA is issuing this AD 

to address the unsafe condition on these 

products. Except for minor editorial 

changes, this AD is adopted as proposed 

in the NPRM. 

Related Service Information 

The FAA reviewed Bell Alert Service 

Bulletin (ASB) 212–20–163, Revision B, 

dated April 6, 2021 (ASB 212–20–163), 

Bell ASB 212–20–164, Revision B, dated 

April 6, 2021 (ASB 212–20–164), Bell 

ASB 412–20–182, Revision B, dated 

April 6, 2021 (ASB 412–20–182), and 

Bell ASB 412–20–183, Revision C, dated 

April 6, 2021 (ASB 412–20–183). ASB 

212–20–163 and ASB 412–20–182 


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