[Federal Register: October 22, 2003 (Volume 68, Number 204)]
[Rules and Regulations]
[Page 60284-60286]
From the Federal Register Online via GPO Access [wais.access.gpo.gov]
[DOCID:fr22oc03-3]
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DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. 2003-SW-10-AD; Amendment 39-13344; AD 2003-21-09]
RIN 2120-AA64
Airworthiness Directives; Eurocopter France Model AS355E, F, F1,
F2, and N Helicopters
AGENCY: Federal Aviation Administration, DOT.
ACTION: Final rule.
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SUMMARY: This amendment supersedes an existing airworthiness directive
(AD) for the specified Eurocopter France (Eurocopter) model
helicopters. The existing AD currently requires certain checks of the
magnetic chip detector plug (chip detector) and the main gearbox (MGB)
oil-sight glass; and certain inspections of the lubrication pump (pump)
and replacing the MGB and the pump with an airworthy MGB and pump, if
necessary. Also, the AD requires that a before a MGB or pump with any
time-in-service (TIS) can be installed, it must meet the AD
requirements. This amendment requires the same actions as the existing
AD but corrects the wording to state that the
[[Page 60285]]
check of the chip detector is for sludge rather than metal particles.
This amendment is prompted by the need to correct the wording because
the term ``metal particles'' may be misleading. The actions specified
by this AD are intended to detect sludge on the chip detector, to
prevent failure of the MGB pump, seizure of the MGB, loss of drive to
an engine and main rotor, and subsequent loss of control of the
helicopter.
DATES: Effective November 26, 2003.
FOR FURTHER INFORMATION CONTACT: Ed Cuevas, Aviation Safety Engineer,
FAA, Rotorcraft Directorate, Safety Management Group, Fort Worth, Texas
76193-0111, telephone (817) 222-5355, fax (817) 222-5961.
SUPPLEMENTARY INFORMATION: A proposal to amend 14 CFR part 39 by
superseding AD 2002-21-51, Amendment 39-12982 (67 FR 77401, December
18, 2002) for the specified Eurocopter model helicopters was published
in the Federal Register on July 16, 2003 (68 FR 41977). The action
proposed to require checking the chip detector and the MGB oil-sight
glass for dark oil; taking an oil sample if dark oil is observed;
further inspection of the pump, if necessary; and replacing the MGB and
the pump with an airworthy MGB and pump, if necessary. Also, the action
proposed to require that before a MGB or pump with any TIS could be
installed, it must meet the requirements of the AD. The action also
proposed to replace the words ``metal particles'' with the word
``sludge'' and to define ``sludge.'' The term ``sludge'' is used to
describe a deposit on the chip detector. This deposit may have both
metallic and nonmetallic properties. It is typically dark in color and
in the form of a film or paste, as compared to metal chips or particles
normally found on the chip detector.
An owner/operator (pilot) holding at least a private pilot
certificate may perform the visual checks for sludge on the chip
detector and for dark oil in the MGB oil-sight glass and must enter
compliance with those requirements into the helicopter maintenance
records in accordance with 14 CFR 43.11 and 91.417(a)(2)(v). A pilot
may perform these checks because they only involve visual checks for
sludge on the chip detector, which can be removed without the use of
tools, and for dark oil in the MGB oil-sight glass and can be performed
equally well by a pilot or a mechanic.
Interested persons have been afforded an opportunity to participate
in the making of this amendment. No comments were received on the
proposal or the FAA's determination of the cost to the public. The FAA
has determined that air safety and the public interest require the
adoption of the rule as proposed.
On July 10, 2002, the FAA issued a new version of 14 CFR part 39
(67 FR 47997, July 22, 2002), which governs FAA's AD system. The
regulation now includes material that relates to altered products,
special flight permits, and alternative methods of compliance. Because
we have now included this material in 14 CFR part 39, we no longer need
to include it in each individual AD.
The FAA estimates that this AD will affect approximately 105
helicopters of U.S. registry. The FAA also estimates that it will take
approximately 10 minutes to check the chip detector and the MGB oil
sight glass, 4 work hours to remove the MGB and pump, 1 work hour to
inspect the pump, and 4 work hours to install a serviceable MGB and
pump. The average labor rate is $60 per work hour. Required parts will
cost approximately $4000 for an overhauled pump and up to $60,000 for
an overhauled MGB per helicopter. The manufacturer has represented to
the FAA that the standard warranty applies if failure occurs within the
first 2 years and operating time is less than 1000 hours. Based on
these figures, the FAA estimates a total cost impact of the AD on U.S.
operators to be $337,540 per year, assuming replacement of one MGB and
pump on one helicopter per year and a daily check on all helicopters
for 260 days per year.
The 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.
For the reasons discussed above, I certify that this action (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); 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. A final evaluation has been prepared for this action
and it is contained in the Rules Docket. A copy of it may be obtained
from the Rules Docket at Federal Aviation Administration (FAA), Office
of the Regional Counsel, Southwest Region, 2601 Meacham Blvd., Room
663, Fort Worth, Texas 76137.
List of Subjects in 14 CFR Part 39
Air transportation, Aircraft, Aviation safety, Safety.
Adoption of the Amendment
0
Accordingly, pursuant to the authority delegated to me by the
Administrator, the Federal Aviation Administration amends part 39 of
the Federal Aviation Regulations (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. Section 39.13 is amended by removing Amendment 39-12982 (67 FR
77401, December 18, 2002) and by adding a new airworthiness directive
(AD), Amendment 39-13344, to read as follows:
2003-21-09 Eurocopter France: Amendment 39-13344. Docket No. 2003-
SW-10-AD. Supersedes AD 2002-21-51, Amendment 39-12982, Docket No.
2002-SW-48-AD.
Applicability: Model AS355E, F, F1, F2, and N helicopters, with
a main gearbox (MGB) lubrication pump (pump), part number 355A32-
0700-00, -01, -01M, installed, certificated in any category.
Compliance: Required as indicated, unless accomplished
previously.
To prevent failure of the MGB pump, seizure of the MGB, loss of
drive to an engine and main rotor, and subsequent loss of control of
the helicopter, accomplish the following:
(a) Before the first flight of each day and at intervals not to
exceed 10 hours time-in-service (TIS), check the MGB magnetic chip
detector plug (chip detector) for any sludge. Also, check for dark
oil in the MGB oil-sight glass. An owner/operator (pilot) holding at
least a private pilot certificate may perform this visual check and
must enter compliance into the aircraft maintenance records in
accordance with 14 CFR 43.11 and 91.417(a)(2)(v). ``Sludge'' is a
deposit on the chip detector that is typically dark in color and in
the form of a film or paste, as compared to metal chips or particles
normally found on a chip detector. Sludge may have both metallic or
nonmetallic properties, may consist of copper (pinion bearing),
magnesium (pump case), and steel (pinion) from the oil pump, and a
nonmetallic substance from the chemical breakdown of the oil as it
interacts with the metal.
Note 1: Eurocopter France Alert Telex No. 05.00.40 R1, dated
November 27, 2002, pertains to the subject of this AD.
(b) Before further flight, if any sludge is found on the chip
detector, inspect the pump.
[[Page 60286]]
(c) Before further flight, if the oil appears dark in color when
it is observed through the MGB oil-sight glass, take an oil sample.
If the oil taken in the sample is dark or dark purple, before
further flight, inspect the pump.
(d) While inspecting the pump, if you find any of the following,
replace the MGB and the pump with an airworthy MGB and pump before
further flight:
(1) Crank pin play,
(2) Out of round bronze bushing (A of Figure 1),
(3) Offset of the driven gear pinion,
(4) Metal chips, or
(5) Wear (C of Figure 1).
See the following Figure 1:
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[GRAPHIC] [TIFF OMITTED] TR22OC03.002
Note 2: If wear is present in the B area only as depicted in
Figure 1, replacing the MGB and the pump is not required.
(e) Before installing a different MGB or a pump with any TIS,
accomplish the requirements of paragraph (a) of this AD.
(f) To request a different method of compliance or a different
compliance time for this AD, follow the procedures in 14 CFR 39.19.
Contact the Safety Management Group, Rotorcraft Directorate, FAA,
for information about previously approved alternative methods of
compliance.
(g) This amendment becomes effective on November 26, 2003.
Note 3: The subject of this AD is addressed in Direction
Generale De L'Aviation Civile (France) AD 2002-331-071(A) R1, dated
January 22, 2003.
Issued in Fort Worth, Texas, on October 10, 2003.
David A. Downey,
Manager, Rotorcraft Directorate, Aircraft Certification Service.
[FR Doc. 03-26467 Filed 10-21-03; 8:45 am]
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