Document ID: FAA-2012-0415-0009
Agency: faa
Document Type: Rule
Title: Airworthiness Directives: Bell Helicopter Textron, Inc. (BHTI) Helicopters
Posted Date: 2014-06-19T04:00Z

[Federal Register Volume 79, Number 118 (Thursday, June 19, 2014)]
[Rules and Regulations]
[Pages 35037-35041]
From the Federal Register Online via the Government Printing Office [www.gpo.gov]
[FR Doc No: 2014-13835]

[[Page 35037]]

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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

[[Page 35038]]

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,

[[Page 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

0
1. The authority citation for part 39 continues to read as follows:

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

Sec.  39.13  [Amended]

0
2. The FAA amends Sec.  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
------------------------------------------------------------------------
                                     With the following grip part number
               Model                                (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.

[[Page 35040]]

[GRAPHIC] [TIFF OMITTED] TR19JN14.000

    (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
----------------------------------------------------------------------------------------------------------------
                                                                               Thereafter, at intervals not to
                                                          Within 30 days,     exceed the following hours TIS or
                                                          or the following   engine start/stop cycles, whichever
                 UT inspect grip, P/N:                   hours TIS for the              occurs first:
                                                          grip, whichever  -------------------------------------
                                                           occurs later:                       Engine start/stop
                                                                                Hours TIS            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 [dash]113, if the grip was EVER                   4,000                400              1,600
 installed on a Model 205B helicopter..................
204-011-121-117, if the grip was NEVER installed on a                4,000                150                600
 Model 205B helicopter.................................
204-011-121-117, if the grip was EVER installed on a                   500                150                600
 Model 205B helicopter.................................
----------------------------------------------------------------------------------------------------------------

    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

[[Page 35041]]

    (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-asw-170@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/ibr-locations.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