This amendment adopts a new AD for the specified BHTI model helicopters. This AD is prompted by 3 in-flight grip failures and 2 recent incidents of cracked grips discovered during a 1200-hour inspection and on a scheduled 2400-hour overhaul, which brings the total to 13 grips that have cracked in the lower tang. The two recent cracks originated in the lower tang blade bolt bore. No anomalies or damage to the blade, blade bolt bore, or buffer pad tang surface was found. Cracking for all of the grips has been attributed to mechanical damage from improper blade bolt bushing installation, improper rework of the buffer pad tang surface, or subsurface fatigue damage. All of the fatigue cracks have occurred on grips, part number (P/N) 204-011-121-009 and -121, installed on BHTI Model 212 helicopters; P/N 204-011-121-005, -009, and -113 are also very similar in design. Based on the failures that have occurred on grips, P/N 204- 011-121-009 and -121, the manufacturerperformed a fatigue analysis on grip, P/N 204-011-121-117, and discovered that the assigned life limit was inaccurate. \n\n\tHence, the FAA has determined that the other similarly-designed grips that are subjected to the same forces and loads as well as those grips adversely impacted by the inaccurate life limit may be susceptible to the same fatigue cracking as occurred on the Model 212 helicopter. Therefore, in addition to the repetitive ultrasonic (UT) inspection required for the Model 212 helicopter, the UT inspection also needs to be performed on the Model 204B, 205A, and 205A-1 helicopters with grip, P/N 204-011-121-117, installed. Additionally, when the service life for grips, P/N 201-011-121-005, -113, and -117, was established, we did not anticipate that these grips would be installed on the Model 205B helicopters, which has a higher power rating that is equivalent to the power rating of the twin-engine Model 212 helicopter. Operations at the higher power rating cause additional fatigue stresses on those grips installed on the Model 205B helicopter. Further, Supplemental Type Certificate (STC) SH5132NM, in part, allows the installation of grips, P/N 204-011-121-009 and -121, on the Model 205A-1 helicopter. This STC also allows the installation of additional dynamic components, including heavier main rotor blades, which add greater fatigue stresses to the P/N 204-011-121-009 and -121 grips. The actions specified in this AD are intended to prevent failure of a grip, separation of a main rotor blade, and subsequent loss of control of the helicopter. \n\n\tThe FAA has reviewed the following BHTI service information: \n\nOperations Safety Notices 204-85-6, 205-85-9, and 212-85-13 all dated November 14, 1985. \n\nAlert Service Bulletin (ASB) 212-94-92, Revision A, dated March 13, 1995, which describes procedures for inspection and overhaul requirements of certain grips. \n\nASB's 212-02-116, Revision A, dated October 30, 2002, and 205B-02-39, Revision B, dated November 22, 2002, which specify a UT inspection of certain grips; and the attached Nondestructive Inspection Procedure, Log No. 00-340, Revision E, dated April 9, 2002. \n\n\tA crack in a grip creates a critical unsafe condition. This unsafe condition is likely to exist or develop on other helicopters of these same type designs. Therefore, this AD is being issued to prevent failure of a grip, separation of a main rotor blade, and subsequent loss of control of the helicopter. This AD requires the following actions: \n\nWithin 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. On the single-engine model helicopters, one "engine start/stop cycle" occurs when the engine is started. On the Model 212 helicopter, one "engine start/stop cycle" occurs when either one or both engines are started. The intent is to add one "engine start/stop cycle" each time helicopter power starts the main rotor systemturning. \n\nWithin 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. \n\nInitially and at specified intervals depending on the hours TIS or the engine start/stop cycles, whichever occurs first, conducting initial and repetitive UT inspections for the grips in accordance with the Nondestructive Inspection Procedure, Log No. 00-340, Revision E, dated April 9, 2002. \n\nAt intervals not to exceed 1200 hours 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 delamination is found. \n\nWithin 2400 hours TIS or at the next overhaul of the main rotor hub, whichever occurs first, and thereafter at \nintervals not to exceed 2400 hours TIS, inspecting the surface of each grip for corrosion or other damage and conducting a fluorescent- penetrant inspection of the grip for a crack. \n\nBefore further flight, replacing any grip with a crack, corrosion, or damage with an airworthy grip or repairing a grip with damage or corrosion if the damage or corrosion is within certain limits. \n\nReporting certain inspection results and information to the FAA in accordance with Appendix 1 of this AD. \n\n\tThese AD actions are intended to be interim actions. The FAA is collecting data for further analysis to assist in determining appropriate terminating action. \n\n\tThe UT inspection of the grip must be performed by a UT Level I Special, Level II, or Level III inspector, qualified under the guidelines established by MIL-STD-410E, ATA Specification 105, AIA-NAS- 410, or an FAA-accepted equivalent for qualification standards of Nondestructive Testing inspection/evaluation personnel. Recurrent training and examinations are part of the qualification requirements. \n\n\tThe short compliance time involved is required because the previously described critical unsafe condition of cracking in the grips can adversely affect the controllability and structural integrity of the helicopter. Therefore, this AD requires, before 10 hours TIS, visually inspecting the exposed surfaces of each grip for a crack and, before further flight, replacing or repairing the grip, and this AD must be issued immediately. \n\n\tSince a situation exists that requires the immediate adoption of this regulation, it is found that notice and opportunity for prior public comment hereon are impracticable, and that good cause exists for making this amendment effective in less than 30 days. \n\n\tThe FAA estimates that this AD will affect 110 helicopters and that it will take approximately 7 work hours to create and maintain the records, 6.25 work hours to conduct the inspections, and 10 work hours to replace the grip, at an average labor rate of $60 per work hour. Required parts will cost approximately $18,390 per grip replaced. Based on these figures, the total cost impact of the AD on U.S. operators is estimated to be $315,330, assuming replacement of a total of 12 grips. \n\nComments Invited \n\n\tAlthough this action is in the form of a final rule that involves requirements affecting flight safety and, thus, was not preceded by notice and an opportunity for public comment, comments are invited on this rule. Interested persons are invited to comment on this rule by submitting such written data, views, or arguments as they may desire. Communications should identify the Rules Docket number and be submitted in triplicate to the address specified under the caption ADDRESSES. All communications received on or before the closing date for comments will be considered, and this rule may be amended in light of the comments received. Factual information that supports the commenter's ideas and suggestions is extremely helpful in evaluating the effectiveness of the AD action and determining whetheradditional rulemaking action would be needed. \n\n\tComments are specifically invited on the overall regulatory, economic, environmental, and energy aspects of the rule that might suggest a need to modify the rule. All comments submitted will be available in the Rules Docket for examination by interested persons. A report that summarizes each FAA-public contact concerned with the substance of this AD will be filed in the Rules Docket. \n\n\tCommenters wishing the FAA to acknowledge receipt of their mailed comments submitted in response to this rule must submit a self- addressed, stamped postcard on which the following statement is made: "Comments to Docket No. 2002-SW-14-AD." The postcard will be date stamped and returned to the commenter. \n\n\tThe regulations adopted herein 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. Therefore, it is determined that this final rule does not have federalism implications under Executive Order 13132. \n\n\tThe FAA has determined that this regulation is an emergency regulation that must be issued immediately to correct an unsafe condition in aircraft, and that it is not a "significant regulatory action" under Executive Order 12866. It has been determined further that this action involves an emergency regulation under DOT Regulatory Policies and Procedures (44 FR 11034, February 26, 1979). If it is determined that this emergency regulation otherwise would be significant under DOT Regulatory Policies and Procedures, a final regulatory evaluation will be prepared and placed in the Rules Docket. A copy of it, if filed, may be obtained from the Rules Docket at the location provided under the caption ADDRESSES. \n\nList of Subjects in 14 CFR Part 39 \n\n\tAir transportation, Aircraft, Aviation safety, Incorporation by reference, Safety.