Airworthiness Directives; Bell Helicopter Textron, A Division of Textron Canada Model 222, 222B, 222U and 230 Helicopters, 7167-7173 [05-2609]

Download as PDF Federal Register / Vol. 70, No. 28 / Friday, February 11, 2005 / Rules and Regulations (iv) The loan has not previously been written down under paragraph (e)(4) of this section and has not been written down within the last 5 years under this paragraph, and Federal Assistance Program (v) The borrower must meet the The changes affect the following eligibility requirements of paragraphs program listed in the Catalog of Federal (a)(1)(ii) or (iii) of this section. Domestic Assistance: 10.421—Indian (4) Rental value write-down. Tribes and Tribal Corporation Loans. * * * * * (iii) The borrower provides a current List of Subjects in 7 CFR Part 770 market value rent study report for the Agriculture, Credit, Indians, Rural land for the preceding 5 years, which areas, Loan programs. identifies the average rental value. The I Accordingly, for the reasons stated in report must be prepared by a certified the preamble, 7 CFR part 770 is amended general appraiser and meet the as follows: requirements of USPAP; (iv) The borrower has not previously PART 770—INDIAN TRIBAL LAND received a write-down under this ACQUISITION LOANS paragraph and has not had a loan written down within the last 5 years I 1. The authority citation for part 770 under paragraph (e)(3) of this section, continues to read as follows: and Authority: 5 U.S.C. 301, 25 U.S.C. 490. (v) The borrower must meet the eligibility requirements of paragraph I 2. Amend § 770.2 by adding the (a)(1)(ii) or (iii) of this section. abbreviation USPAP in alphabetical * * * * * order in paragraph (a) and a definition for Rental value in alphabetical order in Signed in Washington, DC, on January 25, paragraph (b) to read as follows: 2005. the Paperwork Burden Act. The number of estimated annual respondents is not increased by this rule and the time burden on respondents is decreased. § 770.2 Abbreviations and definitions. (a) Abbreviations. * * * * USPAP Uniform Standards of Professional Appraisal Practice. (b) Definitions. * * * * * Rental value is the potential annual rental income of a parcel of real estate as determined by a market analysis of annual rental incomes of like real estate in the subject property area. * * * * * I 3. Amend § 770.3 by adding paragraph (h) to read as follows: * § 770.3 Eligibility requirements. * * * * * (h) Have not received a write-down as provided in § 770.10(e) within the preceding 5 years. I 4. Amend § 770.10 by revising paragraphs (e)(3)(iii) and (e)(3)(iv), adding paragraph (e)(3)(v), revising paragraphs (e)(4)(iii) and (e)(4)(iv) and adding paragraph (e)(4)(v), to read as follows: § 770.10 Servicing. * * * * * (e) Debt write-down. * * * * * (3) Land value write-down. * * * * * (iii) The loan was made more than 5 years prior to the application for land value write-down; VerDate jul<14>2003 10:52 Feb 10, 2005 Jkt 205001 James R. Little, Administrator, Farm Service Agency. [FR Doc. 05–2678 Filed 2–10–05; 8:45 am] BILLING CODE 3410–05–P DEPARTMENT OF TRANSPORTATION Federal Aviation Administration 14 CFR Part 39 [Docket No. 2003–SW–23–AD; Amendment 39–13966; AD 2005–03–10] RIN 2120–AA64 Airworthiness Directives; Bell Helicopter Textron, A Division of Textron Canada Model 222, 222B, 222U and 230 Helicopters Federal Aviation Administration, DOT. ACTION: Final rule. AGENCY: SUMMARY: This amendment supersedes an existing airworthiness directive (AD) for Bell Helicopter Textron, A Division of Textron Canada (BHTC) Model 222, 222B, 222U, and 230 helicopters, that currently requires a visual check of each main rotor grip (grip) and pitch horn assembly without disassembling the main rotor hub assembly (hub assembly), and a visual inspection at specified intervals of each affected grip and pitch horn assembly for a crack using a 10-power or higher magnifying glass. If a crack is found, the existing AD PO 00000 Frm 00003 Fmt 4700 Sfmt 4700 7167 requires replacing each unairworthy grip or pitch horn with an airworthy part before further flight. This amendment requires those same actions, and also requires an additional inspection of the grip and pitch horn assembly for a crack in the disassembled hub assembly, and replacing any cracked part with an airworthy part. This amendment is prompted by the determination that an additional enhanced inspection is needed to ensure the integrity of the hub assembly. The actions specified by this AD are intended to prevent failure of the grip or pitch horn and subsequent loss of control of the helicopter. DATES: Effective March 18, 2005. FOR FURTHER INFORMATION CONTACT: Charles Harrison, Aviation Safety Engineer, FAA, Rotorcraft Directorate, Safety Management Group, Fort Worth, Texas 76193–0110, telephone (817) 222–5128, fax (817) 222–5961. A proposal to amend 14 CFR part 39 by superseding AD 2002–08–54, Amendment 39–12835 (67 FR 50793, August 6, 2002), and a correction published on August 21, 2002 (67 FR 54259), for the specified BHTC model helicopters was published in the Federal Register on January 21, 2004 (69 FR 2855). The action proposed to require, before further flight and at specified intervals, visually checking each affected grip and pitch horn for a crack. The action also proposed to require using a 10-power or higher magnifying glass to visually inspect each affected grip and pitch horn for a crack at specified intervals. If a crack is found, the action proposed replacing each unairworthy grip or pitch horn with an airworthy part before further flight. BHTC has issued Bell Helicopter Textron Alert Service Bulletin No. 222– 02–93, Revision A, No. 222U–02–64, Revision A, and 230–02–26, Revision A, all dated March 3, 2003. The service bulletins introduce a daily check and a recurrent 25 hour inspection requirement for grips and pitch horns with more than 1,250 hours since new. In addition, the service bulletins provide inspection instructions for the main rotor grip assemblies and pitch horns. The service bulletins also specify that all main rotor hub assemblies, which have accumulated more than 2,500 hours of operation since new, overhaul, or the last 2,500 hour scheduled inspection, be inspected in accordance with maintenance requirements listed in Chapter 5 of the applicable maintenance manual. SUPPLEMENTARY INFORMATION: E:\FR\FM\11FER1.SGM 11FER1 7168 Federal Register / Vol. 70, No. 28 / Friday, February 11, 2005 / Rules and Regulations Transport Canada, the airworthiness authority for Canada, notified the FAA that an unsafe condition may exist on these helicopter models. They have determined that a newly developed enhanced inspection is required at 2,500 hours air time in service in addition to the daily check and 25 hour visual repetitive inspection to ensure integrity of the components. Transport Canada also advises of the need for repeated daily checks and visual inspections at specified intervals, as well as enhanced inspections at specified intervals, of the grip and pitch horn for a crack until the cause of the premature failures is determined. Transport Canada classified the BHTC alert service bulletins as mandatory and issued AD No. CF– 2002–23R1, dated May 7, 2003, to ensure the continued airworthiness of these helicopters. These helicopter models are type certificated in Canada and are type certificated for operation in the United States under the provisions of 14 CFR 21.29 and the applicable bilateral agreement. Pursuant to this bilateral agreement, Transport Canada has kept the FAA informed of the situation described above. The FAA has examined the findings of Transport Canada, reviewed all available information, and determined that AD action is necessary for products of these type designs that are certificated for operation in the United States. Interested persons have been afforded an opportunity to participate in the making of this amendment. Due consideration has been given to the comment received. One commenter questioned the accuracy of the statement in the preamble to the NPRM, in which we stated, ‘‘These helicopter models are manufactured in Canada and are type certificated for operation in the United States under the provisions of 14 CFR 21.29 and the applicable bilateral agreement.’’ The commenter states that the ‘‘proposed AD is not 100% correct.’’ He states that ‘‘[t]he 222 models were made in the USA and the 230 helicopters were made in Canada. The type certificate may have been changed to Transport Canada.’’ We agree. However, regardless of where these helicopter models were manufactured, since the type certificates under which they operate in the United States are issued by the FAA based on the current Canadian type certificates for all these models under the provisions of 14 CFR § 21.29 and the applicable bilateral agreement, the location where they were manufactured is of limited importance VerDate jul<14>2003 10:52 Feb 10, 2005 Jkt 205001 for AD purposes. However, we have revised this preamble statement to more accurately reflect their status and removed the reference to the location of their ‘‘manufacture.’’ Also, in our proposal, although we referenced the updated Transport Canada AD, CF–2002–23R1, dated May 7, 2003, in the preamble discussion, we inadvertently referenced the previous Transport Canada AD, CF–2002–23, dated April 2, 2002, in the note at the end of our proposal. We have corrected that reference as well as corrected the ‘‘Note’’ numbering in this final rule. After careful review of the available data, including the comment noted above, the FAA has determined that air safety and the public interest require adopting the rule with the changes described previously. The FAA has determined that these changes will neither increase the economic burden on any operator nor increase the scope of the AD. The FAA estimates that this AD will affect 107 helicopters of U.S. registry, and the actions will take approximately 32 work hours per helicopter to accomplish at an average labor rate of $65 per work hour. The cost of the main rotor grip is either $26,226 or $37,748 and the cost of a pitch horn is either $6,863 or $15,281 (2 pitch horns and 2 grips per helicopter). Based on these figures, the total estimated cost impact of the AD on U.S. operators is $2,080 per helicopter each year or $222,560 for the entire fleet, and if all parts are replaced, is $11,570,766, assuming the most expensive grips and pitch horns are required. Regulatory Findings 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 PO 00000 Frm 00004 Fmt 4700 Sfmt 4700 contained in the Rules Docket. A copy of it may be obtained from the Rules Docket at the FAA, Office of the Regional Counsel, Southwest Region, 2601 Meacham Blvd., Room 663, Fort Worth, Texas. 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. List of Subjects in 14 CFR Part 39 Air transportation, Aircraft, Aviation safety, Safety. Adoption of the Amendment 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: I PART 39—AIRWORTHINESS DIRECTIVES 1. The authority citation for part 39 continues to read as follows: I Authority: 49 U.S.C. 106(g), 40113, 44701. § 39.13 [Amended] 2. Section 39.13 is amended by removing Amendment 39–12835 (67 FR 50793, August 6, 2002), and by adding a new airworthiness directive (AD), Amendment 39–13966, to read as follows: I 2005–03–10 Bell Helicopter Textron, a Division of Textron Canada: Amendment 39–13966. Docket No. 2003–SW–23–AD. Supersedes AD 2002– 08–54, Amendment 39–12835, Docket No. 2002–SW–22–AD. Applicability: The following model helicopters with the listed part number (P/N) installed, certificated in any category: E:\FR\FM\11FER1.SGM 11FER1 Federal Register / Vol. 70, No. 28 / Friday, February 11, 2005 / Rules and Regulations 7169 With grip assembly P/N With pitch horn assembly P/N (3) 230 .............................................................. 222–011–101–103,¥105,¥107, or ¥109 ...... 222–012–101–103, or ¥107 ........................... 222–011–101–105, ¥107, or ¥109 ................ 222–012–101–103, or ¥107 ........................... 222–012–101–105, or ¥109 ........................... 222–010–104–105 222–012–104–101 222–010–104–105 222–012–104–101 222–012–104–101 222–011–104–101 222–012–102–101 222–011–104–101 222–012–102–101 222–012–102–101 Compliance: Required as indicated, unless accomplished previously. To prevent failure of the grip or pitch horn and subsequent loss of control of the helicopter, if either the grip or pitch horn has accumulated 1,250 or more hours time-inservice (TIS) since initial installation on any helicopter, accomplish the following: (a) Before further flight and thereafter at intervals not to exceed 8 hours TIS: (1) Wipe clean the main rotor grip and pitch horn surfaces to remove grease and dirt in the check area as shown in Figure 1 of this AD: Model With hub assembly P/N (1) 222 or 222B ................................................ (2) 222U ............................................................ VerDate jul<14>2003 10:52 Feb 10, 2005 Jkt 205001 PO 00000 Frm 00005 Fmt 4700 Sfmt 4700 BILLING CODE 4910–13–P E:\FR\FM\11FER1.SGM 11FER1 VerDate jul<14>2003 Federal Register / Vol. 70, No. 28 / Friday, February 11, 2005 / Rules and Regulations 10:52 Feb 10, 2005 Jkt 205001 PO 00000 Frm 00006 Fmt 4700 Sfmt 4725 E:\FR\FM\11FER1.SGM 11FER1 ER11FE05.000</GPH> 7170 Federal Register / Vol. 70, No. 28 / Friday, February 11, 2005 / Rules and Regulations VerDate jul<14>2003 10:52 Feb 10, 2005 Jkt 205001 grip, which are in direct contact with the pitch horns and the main rotor blades and check the area to at least 3 inches beyond the PO 00000 Frm 00007 Fmt 4700 Sfmt 4725 grip to pitch and grip to blade contact areas as shown in Figure 2 of this AD: E:\FR\FM\11FER1.SGM 11FER1 ER11FE05.001</GPH> (2) Visually check both main rotor grips for a crack. Pay particular attention to the inboard and outboard tangs portions of the 7171 Federal Register / Vol. 70, No. 28 / Friday, February 11, 2005 / Rules and Regulations (3) Visually check all visible portions of each pitch horn for a crack. Pay particular attention to the attachment lugs of the pitch VerDate jul<14>2003 10:52 Feb 10, 2005 Jkt 205001 horns, which are in direct contact with the inboard tangs of the main rotor grips, as shown in Figure 3 of this AD, and the four PO 00000 Frm 00008 Fmt 4700 Sfmt 4725 large bolt cutouts, as shown in Figure 4 of this AD: E:\FR\FM\11FER1.SGM 11FER1 ER11FE05.002</GPH> 7172 Federal Register / Vol. 70, No. 28 / Friday, February 11, 2005 / Rules and Regulations (4) An owner/operator (pilot) holding at least a private pilot certificate may perform the visual check required by paragraph (a) of this AD. The pilot must enter compliance with this paragraph into the helicopter records in accordance with 14 CFR 43.11 and 91.417(a)(2)(v)). (b) Within 7 days or 10 hours TIS, whichever occurs first, and thereafter at intervals not to exceed 25 hours TIS, without disassembling the main rotor hub assembly (hub assembly) and using a 10-power or higher magnifying glass, inspect each grip and pitch horn assembly for a crack in accordance with paragraphs (a)(1), (a)(2), and (a)(3) of this AD. (c) Within 300 hours TIS or 6 months, whichever occurs first, for each hub assembly with 2,500 or more and less than 4,500 hours TIS, and within 2,500 hours TIS for each hub assembly with less than 2,500 hours TIS: (1) Disassemble and clean the main rotor hub assembly. (2) Inspect the grip and pitch horn assembly using a fluorescent-penetrant inspection method. VerDate jul<14>2003 10:52 Feb 10, 2005 Jkt 205001 (3) Inspect the pitch horn-to-grip attachment bolts and the flapping bearing-toyoke attachment bolts using a magneticparticle inspection method. If any of these attachment bolts are made from nonmagnetic material, inspect those attachment bolts using a fluorescent-penetrant inspection method. (4) During reassembly, install new buffers on the pitch horn and flapping bearing assemblies. (d) If a crack is found, replace the cracked part with an airworthy part before further flight. Note 1: Bell Helicopter Textron Alert Service Bulletin No. 222–02–93, Revision A, No. 222U–02–64, Revision A, and 230–02– 26, Revision A, all dated March 3, 2003, pertain to the subject 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 Safety Management Group, Rotorcraft Directorate, FAA, for information about previously approved alternative methods of compliance. PO 00000 Frm 00009 Fmt 4700 Sfmt 4700 (f) This amendment becomes effective on March 18, 2005. Note 2: The subject of this AD is addressed in Transport Canada (Canada) AD No. CF– 2002–23R1, dated May 7, 2003. Issued in Fort Worth, Texas, on February 2, 2005. David A. Downey, Manager, Rotorcraft Directorate, Aircraft Certification Service. [FR Doc. 05–2609 Filed 2–10–05; 8:45 am] BILLING CODE 4910–13–P E:\FR\FM\11FER1.SGM 11FER1 ER11FE05.003</GPH> BILLING CODE 4910–13–C 7173

Agencies

[Federal Register Volume 70, Number 28 (Friday, February 11, 2005)]
[Rules and Regulations]
[Pages 7167-7173]
From the Federal Register Online via the Government Printing Office [www.gpo.gov]
[FR Doc No: 05-2609]

=======================================================================
-----------------------------------------------------------------------

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 2003-SW-23-AD; Amendment 39-13966; AD 2005-03-10]
RIN 2120-AA64

Airworthiness Directives; Bell Helicopter Textron, A Division of
Textron Canada Model 222, 222B, 222U and 230 Helicopters

AGENCY: Federal Aviation Administration, DOT.

ACTION: Final rule.

-----------------------------------------------------------------------

SUMMARY: This amendment supersedes an existing airworthiness directive
(AD) for Bell Helicopter Textron, A Division of Textron Canada (BHTC)
Model 222, 222B, 222U, and 230 helicopters, that currently requires a
visual check of each main rotor grip (grip) and pitch horn assembly
without disassembling the main rotor hub assembly (hub assembly), and a
visual inspection at specified intervals of each affected grip and
pitch horn assembly for a crack using a 10-power or higher magnifying
glass. If a crack is found, the existing AD requires replacing each
unairworthy grip or pitch horn with an airworthy part before further
flight. This amendment requires those same actions, and also requires
an additional inspection of the grip and pitch horn assembly for a
crack in the disassembled hub assembly, and replacing any cracked part
with an airworthy part. This amendment is prompted by the determination
that an additional enhanced inspection is needed to ensure the
integrity of the hub assembly. The actions specified by this AD are
intended to prevent failure of the grip or pitch horn and subsequent
loss of control of the helicopter.

DATES: Effective March 18, 2005.

FOR FURTHER INFORMATION CONTACT: Charles Harrison, Aviation Safety
Engineer, FAA, Rotorcraft Directorate, Safety Management Group, Fort
Worth, Texas 76193-0110, telephone (817) 222-5128, fax (817) 222-5961.

SUPPLEMENTARY INFORMATION: A proposal to amend 14 CFR part 39 by
superseding AD 2002-08-54, Amendment 39-12835 (67 FR 50793, August 6,
2002), and a correction published on August 21, 2002 (67 FR 54259), for
the specified BHTC model helicopters was published in the Federal
Register on January 21, 2004 (69 FR 2855). The action proposed to
require, before further flight and at specified intervals, visually
checking each affected grip and pitch horn for a crack. The action also
proposed to require using a 10-power or higher magnifying glass to
visually inspect each affected grip and pitch horn for a crack at
specified intervals. If a crack is found, the action proposed replacing
each unairworthy grip or pitch horn with an airworthy part before
further flight.
BHTC has issued Bell Helicopter Textron Alert Service Bulletin No.
222-02-93, Revision A, No. 222U-02-64, Revision A, and 230-02-26,
Revision A, all dated March 3, 2003. The service bulletins introduce a
daily check and a recurrent 25 hour inspection requirement for grips
and pitch horns with more than 1,250 hours since new. In addition, the
service bulletins provide inspection instructions for the main rotor
grip assemblies and pitch horns. The service bulletins also specify
that all main rotor hub assemblies, which have accumulated more than
2,500 hours of operation since new, overhaul, or the last 2,500 hour
scheduled inspection, be inspected in accordance with maintenance
requirements listed in Chapter 5 of the applicable maintenance manual.

[[Page 7168]]

Transport Canada, the airworthiness authority for Canada, notified
the FAA that an unsafe condition may exist on these helicopter models.
They have determined that a newly developed enhanced inspection is
required at 2,500 hours air time in service in addition to the daily
check and 25 hour visual repetitive inspection to ensure integrity of
the components. Transport Canada also advises of the need for repeated
daily checks and visual inspections at specified intervals, as well as
enhanced inspections at specified intervals, of the grip and pitch horn
for a crack until the cause of the premature failures is determined.
Transport Canada classified the BHTC alert service bulletins as
mandatory and issued AD No. CF-2002-23R1, dated May 7, 2003, to ensure
the continued airworthiness of these helicopters.
These helicopter models are type certificated in Canada and are
type certificated for operation in the United States under the
provisions of 14 CFR 21.29 and the applicable bilateral agreement.
Pursuant to this bilateral agreement, Transport Canada has kept the FAA
informed of the situation described above. The FAA has examined the
findings of Transport Canada, reviewed all available information, and
determined that AD action is necessary for products of these type
designs that are certificated for operation in the United States.
Interested persons have been afforded an opportunity to participate
in the making of this amendment. Due consideration has been given to
the comment received.
One commenter questioned the accuracy of the statement in the
preamble to the NPRM, in which we stated, ``These helicopter models are
manufactured in Canada and are type certificated for operation in the
United States under the provisions of 14 CFR 21.29 and the applicable
bilateral agreement.'' The commenter states that the ``proposed AD is
not 100% correct.'' He states that ``[t]he 222 models were made in the
USA and the 230 helicopters were made in Canada. The type certificate
may have been changed to Transport Canada.'' We agree. However,
regardless of where these helicopter models were manufactured, since
the type certificates under which they operate in the United States are
issued by the FAA based on the current Canadian type certificates for
all these models under the provisions of 14 CFR Sec. 21.29 and the
applicable bilateral agreement, the location where they were
manufactured is of limited importance for AD purposes. However, we have
revised this preamble statement to more accurately reflect their status
and removed the reference to the location of their ``manufacture.''
Also, in our proposal, although we referenced the updated Transport
Canada AD, CF-2002-23R1, dated May 7, 2003, in the preamble discussion,
we inadvertently referenced the previous Transport Canada AD, CF-2002-
23, dated April 2, 2002, in the note at the end of our proposal. We
have corrected that reference as well as corrected the ``Note''
numbering in this final rule.
After careful review of the available data, including the comment
noted above, the FAA has determined that air safety and the public
interest require adopting the rule with the changes described
previously. The FAA has determined that these changes will neither
increase the economic burden on any operator nor increase the scope of
the AD.
The FAA estimates that this AD will affect 107 helicopters of U.S.
registry, and the actions will take approximately 32 work hours per
helicopter to accomplish at an average labor rate of $65 per work hour.
The cost of the main rotor grip is either $26,226 or $37,748 and the
cost of a pitch horn is either $6,863 or $15,281 (2 pitch horns and 2
grips per helicopter). Based on these figures, the total estimated cost
impact of the AD on U.S. operators is $2,080 per helicopter each year
or $222,560 for the entire fleet, and if all parts are replaced, is
$11,570,766, assuming the most expensive grips and pitch horns are
required.

Regulatory Findings

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 the FAA, Office of the Regional Counsel,
Southwest Region, 2601 Meacham Blvd., Room 663, Fort Worth, Texas.

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.

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 39-12835 (67 FR
50793, August 6, 2002), and by adding a new airworthiness directive
(AD), Amendment 39-13966, to read as follows:

2005-03-10 Bell Helicopter Textron, a Division of Textron Canada:
Amendment 39-13966. Docket No. 2003-SW-23-AD. Supersedes AD 2002-08-
54, Amendment 39-12835, Docket No. 2002-SW-22-AD.

Applicability: The following model helicopters with the listed
part number (P/N) installed, certificated in any category:

[[Page 7169]]

----------------------------------------------------------------------------------------------------------------
With hub assembly With pitch horn assembly P/
Model P/N With grip assembly P/N N
----------------------------------------------------------------------------------------------------------------
(1) 222 or 222B................ 222-011-101-103,- 222-010-104-105 222-011-104-101
105,-107, or -109. 222-012-104-101 222-012-102-101
222-012-101-103,
or -107.
(2) 222U....................... 222-011-101-105, - 222-010-104-105 222-011-104-101
107, or -109. 222-012-104-101 222-012-102-101
222-012-101-103,
or -107.
(3) 230........................ 222-012-101-105, 222-012-104-101 222-012-102-101
or -109.
----------------------------------------------------------------------------------------------------------------

Compliance: Required as indicated, unless accomplished
previously.
To prevent failure of the grip or pitch horn and subsequent loss
of control of the helicopter, if either the grip or pitch horn has
accumulated 1,250 or more hours time-in-service (TIS) since initial
installation on any helicopter, accomplish the following:
(a) Before further flight and thereafter at intervals not to
exceed 8 hours TIS:
(1) Wipe clean the main rotor grip and pitch horn surfaces to
remove grease and dirt in the check area as shown in Figure 1 of
this AD:
BILLING CODE 4910-13-P

[[Page 7170]]

[GRAPHIC] [TIFF OMITTED] TR11FE05.000

[[Page 7171]]

(2) Visually check both main rotor grips for a crack. Pay
particular attention to the inboard and outboard tangs portions of
the grip, which are in direct contact with the pitch horns and the
main rotor blades and check the area to at least 3 inches beyond the
grip to pitch and grip to blade contact areas as shown in Figure 2
of this AD:
[GRAPHIC] [TIFF OMITTED] TR11FE05.001

[[Page 7172]]

(3) Visually check all visible portions of each pitch horn for a
crack. Pay particular attention to the attachment lugs of the pitch
horns, which are in direct contact with the inboard tangs of the
main rotor grips, as shown in Figure 3 of this AD, and the four
large bolt cutouts, as shown in Figure 4 of this AD:
[GRAPHIC] [TIFF OMITTED] TR11FE05.002

[[Page 7173]]

[GRAPHIC] [TIFF OMITTED] TR11FE05.003

BILLING CODE 4910-13-C?>
(4) An owner/operator (pilot) holding at least a private pilot
certificate may perform the visual check required by paragraph (a)
of this AD. The pilot must enter compliance with this paragraph into
the helicopter records in accordance with 14 CFR 43.11 and
91.417(a)(2)(v)).
(b) Within 7 days or 10 hours TIS, whichever occurs first, and
thereafter at intervals not to exceed 25 hours TIS, without
disassembling the main rotor hub assembly (hub assembly) and using a
10-power or higher magnifying glass, inspect each grip and pitch
horn assembly for a crack in accordance with paragraphs (a)(1),
(a)(2), and (a)(3) of this AD.
(c) Within 300 hours TIS or 6 months, whichever occurs first,
for each hub assembly with 2,500 or more and less than 4,500 hours
TIS, and within 2,500 hours TIS for each hub assembly with less than
2,500 hours TIS:
(1) Disassemble and clean the main rotor hub assembly.
(2) Inspect the grip and pitch horn assembly using a
fluorescent-penetrant inspection method.
(3) Inspect the pitch horn-to-grip attachment bolts and the
flapping bearing-to-yoke attachment bolts using a magnetic-particle
inspection method. If any of these attachment bolts are made from
non-magnetic material, inspect those attachment bolts using a
fluorescent-penetrant inspection method.
(4) During reassembly, install new buffers on the pitch horn and
flapping bearing assemblies.
(d) If a crack is found, replace the cracked part with an
airworthy part before further flight.

Note 1: Bell Helicopter Textron Alert Service Bulletin No. 222-
02-93, Revision A, No. 222U-02-64, Revision A, and 230-02-26,
Revision A, all dated March 3, 2003, pertain to the subject 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 Safety Management Group, Rotorcraft Directorate, FAA,
for information about previously approved alternative methods of
compliance.
(f) This amendment becomes effective on March 18, 2005.

Note 2: The subject of this AD is addressed in Transport Canada
(Canada) AD No. CF-2002-23R1, dated May 7, 2003.

Issued in Fort Worth, Texas, on February 2, 2005.
David A. Downey,
Manager, Rotorcraft Directorate, Aircraft Certification Service.
[FR Doc. 05-2609 Filed 2-10-05; 8:45 am]
BILLING CODE 4910-13-P

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