[Federal Register Volume 75, Number 130 (Thursday, July 8, 2010)]
[Proposed Rules]
[Pages 39192-39196]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 2010-16511]
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DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA-2010-0564; Directorate Identifier 2010-SW-13-AD]
RIN 2120-AA64
Airworthiness Directives; Arrow Falcon Exporters, Inc.
(Previously Utah State University), et al., Model HH-1K, TH-1F, TH-1L,
UH-1A, UH-1B, UH-1E, UH-1F, UH-1H, UH-1L, and UH-1P Helicopters; and
Southwest Florida Aviation Model UH-1B (SW204 and SW204HP) and UH-1H
(SW205) Helicopters
AGENCY: Federal Aviation Administration, DOT.
ACTION: Notice of proposed rulemaking (NPRM).
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SUMMARY: This document proposes adopting a new airworthiness directive
(AD) for the specified type-certificated military surplus helicopters.
The AD would require: Creating a component history card or equivalent
record for each main rotor grip (grip); determining and recording the
total hours time-in-service (TIS) for each grip; visually inspecting
the upper and lower tangs of the grip for a crack; inspecting the grip
buffer pads for delamination and if delamination is present, inspecting
the grip surface for corrosion or other damage; inspecting the grip for
a crack using ultrasonic (UT) and fluorescent-penetrant inspection
methods; and establishing a retirement life for certain grips. This
proposal is prompted by three in-flight failures of grips installed on
Bell Helicopter Textron, Inc. (BHTI) Model 212 helicopters, which
resulted from cracks originating in the lower main rotor blade bolt
lug. The actions specified by the proposed AD are intended to prevent
failure of the grip, separation of a main rotor blade, and subsequent
loss of control of the helicopter.
DATES: Comments must be received on or before September 7, 2010.
ADDRESSES: Use one of the following addresses to submit comments on
this proposed AD:
Federal eRulemaking Portal: Go to http://www.regulations.gov. Follow the instructions for submitting comments.
Fax: 202-493-2251.
Mail: U.S. Department of Transportation, Docket
Operations, M-30, West Building Ground Floor, Room W12-140, 1200 New
Jersey Avenue, SE., Washington, DC 20590.
Hand Delivery: U.S. Department of Transportation, Docket
Operations, M-30, West Building Ground Floor, Room W12-140, 1200 New
Jersey Avenue, SE., Washington, DC 20590, between 9 a.m. and 5 p.m.,
Monday through Friday, except Federal holidays.
You may get the service information identified in this proposed AD
from Bell Helicopter Textron, Inc., 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 examine the comments to this proposed AD in the AD docket
on the Internet at http://www.regulations.gov.
FOR FURTHER INFORMATION CONTACT: DOT/FAA Southwest Region, Michael
Kohner, ASW-170, Aviation Safety Engineer, Rotorcraft Directorate,
Rotorcraft Certification Office, 2601 Meacham Blvd., Fort Worth, Texas
76137, telephone (817) 222-5170, fax (817) 222-5783.
SUPPLEMENTARY INFORMATION:
Comments Invited
We invite you to submit any written data, views, or arguments
regarding this proposed AD. Send your comments to the address listed
under the caption ADDRESSES. Include the docket number ``FAA-2010-0564,
Directorate Identifier 2010-SW-13-AD'' at the beginning of your
comments. We specifically invite comments on the overall regulatory,
economic, environmental, and energy aspects of the proposed AD. We will
consider all comments received by the closing date and may amend the
proposed AD in light of those comments.
We will post all comments we receive, without change, to http://www.regulations.gov, including any personal information you provide. We
will also post a report summarizing each substantive verbal contact
with FAA personnel concerning this proposed rulemaking. 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 or signed 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).
Examining the Docket
You may examine the docket that contains the proposed AD, any
comments, and other information in person at the Docket Operations
office between 9 a.m. and 5 p.m., Monday through Friday, except Federal
holidays. The Docket Operations office (telephone
[[Page 39193]]
(800) 647-5527) is located in Room W12-140 on the ground floor of the
West Building at the street address stated in the ADDRESSES section.
Comments will be available in the AD docket shortly after receipt.
Discussion
This document proposes adopting a new AD for Model HH-1K, TH-1F,
TH-1L, UH-1A, UH-1B, UH-1E, UH-1F, UH-1H, UH-1L, and UH-1P helicopters;
and Southwest Florida Aviation Model UH-1B (SW204 and SW204HP) and UH-
1H (SW205) helicopters. The AD would require creating a component
history card or equivalent record for each grip; determining and
recording the total hours TIS for each grip; visually inspecting the
upper and lower tangs of the grip for a crack; inspecting the grip
buffer pads for delamination, and if delamination is present,
inspecting the grip surface for corrosion or other damage; inspecting
the grip for a crack using UT and fluorescent-penetrant inspection
methods; and establishing a retirement life for grips, part number (P/
N) 204-011-121-009, ASI-4011-121-9, and P/N 204-011-121-121. This
proposal is prompted by three in-flight failures of grips, P/N 204-011-
121-009 and -121, installed on BHTI Model 212 helicopters, which
resulted from cracks originating in the lower main rotor blade bolt
lug. Grips with these same P/Ns, and those produced under an FAA Parts
Manufacturing Approval (PMA) that have a design approval based on their
being identical to the original BHTI-manufactured grips, are eligible
for installation on certain modified Model HH-1K, TH-1F, TH-1L, and UH-
1 helicopters. These helicopters have an FAA-approved modification
which increases their power rating to the equivalent of the twin-engine
Model 212 helicopter power rating. Grips, P/N 204-011-121-005, and -
113, are also affected by the proposed AD if they were ever installed
on a Model 205B or Model UH-1N helicopter; and grip, P/N 204-011-121-
117, is also affected if it was ever installed on a Model 205B
helicopter. Additionally, BHTI has developed a new, improved
replacement grip that will not require the repetitive UT inspections
and will have a 25,000 hour TIS and 500,000 Retirement Index Number
(RIN) retirement life for the BHTI Model 212 helicopters. The RIN count
accumulated for the new replacement grips will be increased by one for
each take-off or each external lift event. The actions specified by the
proposed AD are intended to prevent failure of the grip, separation of
a main rotor blade, and subsequent loss of control of the helicopter.
We have reviewed the following service information:
BHTI Alert Service Bulletin (ASB) 205B-02-39, Revision B,
dated November 22, 2002, applicable to Model 205B helicopters; and
BHTI ASB 212-02-116, Revision A, dated October 30, 2002,
applicable to Model 212 helicopters.
Both ASBs contain BHTI Nondestructive Inspection Procedure, Log. No.
00-340, Revision E, dated April 9, 2002, which describes procedures for
an UT inspection of the grip. We have also reviewed BHTI Operations
Safety Notice (OSN) 204-85-6, OSN 205-85-9, and OSN 212-85-13, all
dated November 14, 1985, which describe a cracked Model 212 helicopter
grip that was returned to BHTI.
This unsafe condition is likely to exist or develop on other
helicopters of the same type designs. Therefore, the proposed AD would
require:
Within 10 hours TIS, creating a component history card or
equivalent record for the grip, and determining and recording the total
hours TIS of each grip;
Within 10 hours TIS, and then at intervals not to exceed
25 hours TIS, visually inspecting the upper and lower tangs of the grip
for a crack using a 10-power or higher magnifying glass;
Within 30 days, and then at intervals not to exceed
certain specified hours TIS or a certain number of engine start/stops,
whichever occurs first, for grips with certain specified hours TIS,
inspecting the grip for a crack using a UT inspection method;
At intervals not to exceed 1,200 hours TIS or 24 months,
whichever occurs first, inspecting the grip buffer pads for
delamination, and if delamination is present, inspecting the grip
surface for corrosion or other damage;
Within 2,400 hours TIS or at the next main rotor hub
overhaul, whichever occurs first, and then at intervals not to exceed
2,400 hours TIS, removing the grip buffer pads, visually inspecting the
grip surface for corrosion or other damage, and fluorescent-penetrant
inspecting the grip for a crack;
Before further flight, removing from service any grip, P/N
204-011-121-009 or ASI-4011-121-9, with 15,000 or more hours TIS;
Before further flight, removing from service any grip, P/N
204-011-121-121, with 25,000 or more hours TIS;
Before further flight, replacing any unairworthy grip; and
Establishing a 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.
We estimate that this proposed AD would affect 20 helicopters of
U.S. registry, and the proposed actions would take the following
approximate number of work hours per helicopter to accomplish at an
average labor rate of $85 per work hour:
Create new component history cards or equivalent: 2 work
hours;
Maintain records: 5 work hours per year;
24 visual inspections using a magnifying glass: 12 work
hours per year;
\1/2\ of a buffer pad inspection: 1.5 hours per year;
\1/4\ of a fluorescent penetrant inspection: .5 work hour
per year;
4 UT inspections: 4 work hours per year; and
Remove and replace grip set: 20 work hours per year.
Required parts would cost approximately $37,590 per set of grips. Based
on these figures, we estimate the total cost impact of the proposed AD
on U.S. operators to be $828,300, if one set of grips is installed on
the total affected fleet of helicopters at the end of the first year.
Regulatory Findings
We have determined that this proposed AD would not have federalism
implications under Executive Order 13132. Additionally, this proposed
AD would 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 proposed
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 a draft economic evaluation of the estimated costs to
comply with this proposed AD. See the AD docket to examine the draft
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,
[[Page 39194]]
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.
List of Subjects in 14 CFR Part 39
Air transportation, Aircraft, Aviation safety, Incorporation by
reference, Safety.
The Proposed Amendment
Accordingly, pursuant to the authority delegated to me by the
Administrator, the Federal Aviation Administration proposes to amend
part 39 of the Federal Aviation Regulations (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.
Sec. 39.13 [Amended]
2. Section 39.13 is amended by adding a new airworthiness directive
to read as follows:
Arrow Falcon Exporters, Inc. (Previously Utah State University);
Firefly Aviation Helicopter Services (Previously Erickson Air-Crane
Co.); California Department of Forestry; Garlick Helicopters, Inc.;
Global Helicopter Technology, Inc.; Hagglund Helicopters, LLC
(Previously Western International Aviation, Inc.); International
Helicopters, Inc.; Precision Helicopters, LLC; Robinson Air Crane,
Inc.; San Joaquin Helicopters (Previously Hawkins and Powers
Aviation, Inc.); S.M.&T. Aircraft (Previously US Helicopters, Inc.,
UNC Helicopter, Inc., Southern Aero Corporation, and Wilco
Aviation); Smith Helicopters; Southern Helicopter, Inc.; Southwest
Florida Aviation International, Inc. (Previously Jamie R. Hill and
Southwest Florida Aviation); Tamarack Helicopters, Inc. (Previously
Ranger Helicopter Services, Inc.); US Helicopter, Inc. (Previously
UNC Helicopter, Inc.); West Coast Fabrication; and Williams
Helicopter Corporation (Previously Scott Paper Co.). Docket No. FAA-
2010-0564; Directorate Identifier 2010-SW-13-AD.
Applicability: Model HH-1K, TH-1F, TH-1L, UH-1A, UH-1B, UH-1E,
UH-1F, UH-1H, UH-1L, and UH-1P helicopters, and Southwest Florida
Aviation Model UH-1B (SW204 and SW204HP) and UH-1H (SW205)
helicopters, with main rotor grip (grip), part number (P/N) 204-011-
121-009, -121, or ASI-4011-121-9, installed; or with grip, P/N 204-
011-121-005 or -113, if the grip was ever installed on a Model 205B
or a Model UH-1N helicopter, or P/N 204-011-121-117, installed, if
the grip was ever installed on a Model 205B helicopter, certificated
in any category.
Compliance: Required as indicated.
To prevent failure of a grip, separation of a main rotor blade,
and subsequent loss of control of the helicopter, accomplish the
following:
(a) Within 10 hours time-in-service (TIS), unless accomplished
previously, 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 with the grip installed on any helicopter. 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).
(b) Within 10 hours TIS, unless accomplished previously, and
then at intervals not to exceed 25 hours TIS, without removing the
main rotor blades:
(1) Clean the exposed surfaces of the upper and lower tangs of
each grip with denatured alcohol and wipe dry.
(2) 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. See Figure 1 of
this AD.
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(c) At the intervals shown in Table 1 of this AD, ultrasonic
(UT) inspect each grip for a crack in accordance with the Bell
Helicopter Textron, Inc. (BHTI) Nondestructive Inspection Procedure,
Log No. 00-340, Revision E, dated April 9, 2002.
Table 1
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Thereafter, at intervals not
Within 30 to exceed the following number
days, for a of hours TIS or the engine
grip with the start/stop cycles, whichever
UT inspect grip, P/N following or occurs first:
more hours -------------------------------
TIS: Engine start/
Hours TIS stop cycles
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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 -113, if the grip was EVER installed on a 4,000 400 1,600
Model 205B or Model UH-1N helicopter...........................
204-011-121-117, if the grip was EVER installed on a Model 205B 500 150 600
helicopter.....................................................
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The UT inspection of the grip must be performed by a Nondestructive
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.
Note 1: You can find the Nondestructive Inspection Procedure
attached to BHTI Alert
[[Page 39196]]
Service Bulletin (ASB) 205B-02-39, Revision B, dated November 22,
2002, or BHTI ASB 212-02-116, Revision A, dated October 30, 2002.
(d) At intervals not to exceed 1,200 hours TIS or 24 months,
whichever occurs first:
(1) Remove each main rotor blade, and
(2) Inspect each grip buffer pad on the inner surfaces of each
grip tang for delamination (see Figure 1 of this AD). If there is
any delamination, remove the buffer pad and inspect the grip surface
for corrosion or other damage.
Note 2: This inspection interval coincides with the main rotor
tension-torsion strap replacement times.
(e) Within 2,400 hours TIS or at the next overhaul of the main
rotor hub, whichever occurs first, and then at intervals not to
exceed 2,400 hours TIS:
(1) Remove each main rotor blade.
(2) Remove each grip buffer pad (if installed) from the inner
surfaces of each grip tang.
(3) Visually inspect the grip surfaces for corrosion or other
damage.
(4) Fluorescent-penetrant inspect (FPI) the grip for a crack,
paying particular attention to the upper and lower grip tangs. When
inspecting a grip, P/N 204-011-121-005, -009, or -113, or ASI-4011-
121-9, pay particular attention to the leading and trailing edges of
the grip barrel.
Note 3: FPI procedures are contained in BHTI Standard Practices
Manual, BHT-ALL-SPM.
(f) Before further flight:
(1) Replace any cracked grip with an airworthy grip.
(2) 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 the maximum repair limitations found in the applicable
Component and Repair Overhaul Manual.
Note 4: BHTI ASB 212-94-92, Revision A, dated March 13, 1995,
and BHTI Operations Safety Notice (OSN) 204-85-6, OSN 205-85-9, and
OSN 212-85-13, all dated November 14, 1985, also pertain to the
subject of this AD.
(3) Remove any grip, P/N 204-011-121-009 or ASI-4011-121-9, that
has been in service for 15,000 or more hours TIS.
(4) Remove any grip, P/N 204-011-121-121, that has been in
service for 25,000 or more hours TIS.
(g) Revise the Airworthiness Limitations section of the
applicable maintenance manual or the Instructions for Continued
Airworthiness (ICA) 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 marking pen and
ink changes or inserting a copy of this AD into the maintenance
manual or ICA.
(h) Record a 15,000 hour TIS life limit for each grip, P/N 204-
011-121-009 or ASI-4011-121-9, and a 25,000 hour life limit for each
grip, P/N 204-011-121-121, on the applicable component history card
or equivalent record.
(i) 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, Rotorcraft Certification Office, Attn: Michael
Kohner, Aviation Safety Engineer, Rotorcraft Directorate, FAA, 2601
Meacham Blvd., Fort Worth, Texas 76137, telephone (817) 222-5170,
fax (817) 222-5783, for information about previously approved
alternative methods of compliance.
(j) The Joint Aircraft System/Component (JASC) Code is 6220:
Main Rotor Head.
Issued in Fort Worth, Texas, on June 5, 2010.
Mark R. Schilling,
Acting Manager, Rotorcraft Directorate, Aircraft Certification Service.
[FR Doc. 2010-16511 Filed 7-7-10; 8:45 am]
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