[Federal Register: September 12, 2006 (Volume 71, Number 176)]
[Rules and Regulations]
[Page 53550-53553]
From the Federal Register Online via GPO Access [wais.access.gpo.gov]
[DOCID:fr12se06-4]
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DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA-2006-25773; Directorate Identifier 2006-SW-16-AD;
Amendment 39-14758; AD 2006-19-01]
RIN 2120-AA64
Airworthiness Directives; Eurocopter Model AS350B, B1, B2, B3,
BA, D, and AS355E Helicopters
AGENCY: Federal Aviation Administration, DOT.
ACTION: Final rule; request for comments.
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SUMMARY: This amendment adopts a new airworthiness directive (AD) for
the specified Eurocopter helicopters. This action requires, within 10
hours time-in-service (TIS), inspecting the tapered housing of each
main servo-control (MSC) for a crack. If no crack is found, this AD
requires, before further flight, retorquing the upper ball-end
attachment nut of the MSC. If a crack is found, this AD requires,
before further flight, replacing the MSC with an airworthy MSC. This
amendment is prompted by the discovery of cracks in the tapered
housings of MSCs. The actions specified in this AD are intended to
detect a crack in the MSC tapered housing and to prevent loss of the
attachment of the MSC to the upper attachment yoke, loss of the main
rotor control, and subsequent loss of control of the helicopter.
DATES: Effective September 27, 2006.
Comments for inclusion in the Rules Docket must be received on or
before November 13, 2006.
ADDRESSES: Use one of the following addresses to submit comments on
this AD:
DOT Docket Web site: Go to http://dms.dot.gov and follow
the instructions for sending your comments electronically;
Government-wide rulemaking Web site: Go to http://www.regulations.
gov and follow the instructions for sending your
comments electronically;
Mail: Docket Management Facility; U.S. Department of
Transportation, 400 Seventh Street, SW., Nassif Building, Room PL-401,
Washington, DC 20590;
Fax: (202) 493-2251; or
Hand Delivery: Room PL-401 on the plaza level of the
Nassif Building, 400 Seventh Street, SW., Washington, DC, between 9
a.m. and 5 p.m., Monday through Friday, except Federal holidays.
You may get the service information identified in this AD from
American Eurocopter Corporation, 2701 Forum Drive, Grand Prairie, Texas
75053-4005, telephone (972) 641-3460, fax (972) 641-3527.
Examining the Docket
You may examine the docket that contains the AD, any comments, and
other information on the Internet at http://dms.dot.gov, or in person
at the Docket Management System (DMS) Docket Offices between 9 a.m. and
5 p.m., Monday through Friday, except Federal holidays. The Docket
Office (telephone (800) 647-5227) is located on the plaza level of the
Department of Transportation Nassif Building at the street address
stated in the ADDRESSES section. Comments will be available in the AD
docket shortly after the DMS receives them.
FOR FURTHER INFORMATION CONTACT: Uday Garadi, Aviation Safety Engineer,
FAA, Rotorcraft Directorate, Regulations and Guidance Group, Fort
Worth, Texas 76193-0110, telephone (817) 222-5123, fax (817) 222-5961.
SUPPLEMENTARY INFORMATION: This amendment adopts a new AD for the
specified Eurocopter helicopters. This AD applies to MSCs not modified
per MOD 073343 and on which the tightening torque of the attachment nut
that secures the upper ball end has been increased by following MOD
073191 or complying with MET Work Card 67.30.00.402 since MET Revision
04-06 for Model AS350 helicopters and Revision 04.08 for Model AS355
helicopters. This action requires, within 10 hours TIS, inspecting the
tapered housing of the MSC for a crack. If no crack is found, this AD
requires before further flight, adjusting the torque of the upper ball-
end attachment nut of the MSC to between 177-199 in-lbs (2-2.25
decanewton meters (daN[middot]m)). If a crack is found, before further
flight, this AD also requires replacing the MSC with an airworthy MSC.
This amendment is prompted by the discovery of cracks in the tapered
housings of MSCs. The condition, if not detected, could result in the
loss of the attachment of the MSC to the upper attachment yoke, loss of
main rotor control, and subsequent loss of control of the helicopter.
The European Aviation Safety Agency (EASA) notified us that an
unsafe condition may exist on Eurocopter Model AS 350 and AS 355
helicopters. EASA advises of the discovery of cracks in the tapered
housings of MSCs during scheduled inspections. EASA also advises that a
very long crack in the tapered housing of an MSC can lead to loss of
the attachment of the MSC concerned (sic) to the nonrotating swashplate
and consequently loss of the helicopter.
Eurocopter has issued Alert Service Bulletin (ASB) Nos. 05.00.51
for Model AS350B, BA, BB, B1, B2, B3, and D helicopters, and 05.00.48
for Model AS355E helicopters, both dated February 27, 2006. The ASBs
specify inspecting for a crack in the tapered housing of the MSC. The
ASBs apply to all part numbers not modified per MOD 073343 and on which
the tightening torque of the attachment nut that secures the upper ball
end has been increased by following MOD 073191 or complying with MET
Work Card 67.30.00.402 since MET Revision 04-06 for Model AS350
helicopters and Revision 04.08 for Model AS355
[[Page 53551]]
helicopters. The ASBs also specify replacing an MSC if you find a
vertical crack 20 millimeters or more in length. The EASA has
classified this ASB as mandatory and issued Emergency AD No. 2006-0055-
E, dated March 1, 2006, to ensure the continued airworthiness of these
helicopters in France. Although EASA's AD allows flight with certain
cracks, this AD requires that you replace any cracked MSC with an
airworthy MSC. This AD does not allow flight with any cracks on the MSC
tapered housing.
These helicopter models are manufactured in France and are type
certificated for operation in the United States under the provisions of
Section 21.29 of the Federal Aviation Regulations (14 CFR 21.29) and
the applicable bilateral agreement. Under this agreement, EASA has kept
the FAA informed of the situation described above. We have examined
EASA's findings, evaluated all pertinent information, and determined
that AD action is necessary for products of these type designs that are
certificated for operation in the United States.
This unsafe condition is likely to exist or develop on other
helicopters of these same type designs. Therefore, we are issuing this
AD to detect a crack in the tapered housing of an MSC and to prevent
loss of the attachment of the MSC to the nonrotating swash plate (upper
attachment yoke), loss of main rotor control, and subsequent loss of
control of the helicopter. This AD requires the following actions:
Within 10 hours TIS:
[cir] Disconnect the MSC from the servo-control distributor and the
upper attachment yoke.
[cir] Cut the safety wire and remove it from the upper ball end of
the attachment nut.
[cir] Loosen the nut to allow lifting of the positioning lock
washer so the edge below the washer at the top of the tapered housing
is visible around the entire periphery.
[cir] Visually inspect each MSC tapered housing for a crack using a
10-power or higher magnifying glass pay particular attention to certain
areas.
[cir] Do not modify the length of the visible section of the upper
ball end of the MSC.
If you do not find a crack, before further flight:
[cir] Adjust the tightening torque on the attachment nut on the
upper ball end of the MSC to between 177-199 in-lbs (2-2.25 decanewton
meters (daN[middot]m)).
[cir] Reattach the MSC to the servo control distributor and the
upper attachment yoke.
If you find any crack (oblique, horizontal, or vertical),
before further flight, replace the MSC with an airworthy MSC and adjust
the tightening torque of the attachment nut to between 177-199 in-lbs
(2-2.25 decanewton meters (daN[middot]m)).
One-time adjusting the tightening torque on the upper ball-end
attachment nut of a non-cracked MSC or replacing a cracked MSC with an
airworthy MSC with proper tightening torque applied to the upper ball-
end attachment nut is terminating action for the requirements of this
AD.
The short compliance time involved is required because the
previously described critical unsafe condition can adversely affect the
controllability or structural integrity of parts installed on the
helicopter. Inspecting the MSC tapered housing for a crack is required
within 10 hours TIS. If no crack is found, the AD requires adjusting
the tightening torque on the attachment nut on the upper ball end of
the MSC before further flight. If a crack is found, the AD requires
replacing the MSC with an airworthy MSC before further flight, and this
AD must be issued immediately.
Since 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.
We estimate that this AD will affect 616 helicopters. We estimate
that it will take about 1 hour per helicopter to inspect for a crack
and about 4 work hours to replace an MSC at an average labor rate of
$80 per work hour. Required parts will cost about $9,000 per MSC. Based
on these figures, we estimate the total cost impact of the AD on U.S.
operators to be $5,790,400, assuming 1 MSC is replaced on each
helicopter.
Comments Invited
This AD is a final rule that involves requirements that affect
flight safety and was not preceded by notice and an opportunity for
public comment; however, we invite you to submit any written data,
views, or arguments regarding this AD. Send your comments to an address
listed under ADDRESSES. Include ``Docket No. FAA-2006-25773;
Directorate Identifier 2006-SW-16-AD'' at the beginning of your
comments. We specifically invite comments on the overall regulatory,
economic, environmental, and energy aspects of the AD. We will consider
all comments received by the closing date and may amend the AD in light
of those comments.
We will post all comments we receive, without change, to http://dms.dot.gov
, including any personal information you provide. We will
also post a report summarizing each substantive verbal contact with FAA
personnel concerning this AD. Using the search function of our docket
Web site, you can find and read the comments to any of our dockets,
including the name of the individual who sent the comment. You may
review the DOT's complete Privacy Act Statement in the Federal Register
published on April 11, 2000 (65 FR 19477-78), or you may visit http://dms.dot.gov
.
Regulatory Findings
We have 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 above, I certify that the regulation:
1. Is not a ``significant regulatory action'' under Executive Order
12866;
2. Is not a ``significant rule'' under the 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.
We prepared an economic evaluation of the estimated costs to comply
with this AD. See the DMS to examine the economic evaluation.
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.
[[Page 53552]]
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 adding a new airworthiness directive to
read as follows:
2006-19-01 Eurocopter: Amendment 39-14758. Docket No. FAA-2006-
25773; Directorate Identifier 2006-SW-16-AD.
Applicability
Model AS350B, B1, B2, B3, BA, D, and AS355E helicopters, with a
main servo control (MSC), all part numbers, installed, on which the
tightening torque of the attachment nut that secures the upper ball
end has been increased by following MOD 073191 or MET Work Card
67.30.00.402 since Revision 04-06 for the AS350 models and since
Revision 04-08 for the AS355 models, but not modified per MOD
073343, certificated in any category.
Compliance
Required as indicated, unless accomplished previously.
To detect a crack in the MSC tapered housing and to prevent loss
of the attachment of the MSC to the upper attachment yoke, loss of
main rotor control, and subsequent loss of control of the
helicopter, do the following:
(a) Within 10 hours time-in-service (TIS):
(1) Disconnect each MSC from the servo-control distributor and
the upper attachment yoke.
(2) Cut the safety wire and remove it from the upper ball end of
the attachment nut.
(3) Loosen attachment nut ``a'' shown in Figure 1 of this AD and
lift the positioning lock washer under the attachment nut so the
edge below the lock washer at the top of the tapered housing is
visible around the entire periphery.
(4) Visually inspect each MSC tapered housing for a crack using
a 10-power or higher magnifying glass paying particular attention to
area ``L'' and to the edge of the tapered housing located under the
lock washer under attachment nut ``a'' as depicted in Figure 1 of
this AD.
[GRAPHIC] [TIFF OMITTED] TR12SE06.022
(5) Do not modify the length of the visible section of the upper
ball end of the MSC.
Note 1: MET Work Card 67.30.00.402, paragraph 5.2, provides
information concerning the positioning of the upper ball end of the
MSC.
(b) If you do not find a crack, before further flight:
(1) Adjust the tightening torque on the attachment nut that
secures the upper ball end of the MSC to between 177-199 in-lbs (2-
2.25 decanewton meters (daN[middot]m)).
(2) Install safety wire and apply sealant to the upper ball end
by running a sealant bead on the attachment per the applicable
maintenance work card(s).
(3) Reattach the MSC to the servo control distributor and the
upper attachment yoke.
(c) If you find any crack (oblique, horizontal, or vertical),
before further flight, replace the MSC with an airworthy MSC and
adjust the tightening torque of the attachment nut to between 177-
199 in-lb (2-2.25 daN[middot]m)).
Note 2: Eurocopter ASBs 05.00.51 and 05.00.48 dated February 27,
2006, pertain to the subject of this AD.
[[Page 53553]]
Note 3: This AD differs from the European ASBs and the EASA AD
in that we do not permit flight with known cracks in the MSC tapered
housing.
(d) Adjusting the tightening torque on the upper ball-end
attachment nut of a non-cracked MSC or replacing a cracked MSC with
an airworthy MSC with 177-199 in-lb (2-2.25 daN[middot]m) tightening
torque applied to the upper ball-end attachment nut is terminating
action for the requirements of this AD.
(e) 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 Manager, Safety Management Group, Rotorcraft
Directorate, FAA, ATTN: Uday Garadi, Aviation Safety Engineer,
Regulations and Guidance Group, Fort Worth, Texas 76193-0110,
telephone (817) 222-5123, fax (817) 222-5961, for information about
previously approved alternative methods of compliance.
(f) Special flight permits will not be issued.
(g) This amendment becomes effective on September 27, 2006.
Note 4: The subject of this AD is addressed in European Aviation
Safety Agency Emergency AD No. 2006-0055-E, dated March 1, 2006.
Issued in Fort Worth, Texas, on September 1, 2006.
David A. Downey,
Manager, Rotorcraft Directorate, Aircraft Certification Service.
[FR Doc. 06-7560 Filed 9-11-06; 8:45 am]
BILLING CODE 4910-13-M