Airworthiness Directives; Boeing Vertol Model 107-II Helicopters, 70718-70720 [05-23156]

Download as PDF 70718 Federal Register / Vol. 70, No. 225 / Wednesday, November 23, 2005 / Rules and Regulations • If the WHEEL N/W STRG FAULT ECAM caution appears, without the L/G SHOCK ABSORBER FAULT ECAM caution: —No specific crew action is requested by the WHEEL N/W STRG FAULT ECAM caution procedure. —Refer to the ECAM STATUS. Note 1: When a statement identical to that in paragraph (h) of this AD has been included in the general revisions of the AFM, the general revisions may be inserted into the AFM, and the copy of this AD may be removed from the AFM. (i) For airplanes that are not specified in paragraph (g) of this AD: At the times specified in paragraphs (i)(1) and (i)(2) of this AD, perform a boroscope inspection of the NLG upper support (backplate) to detect ruptured (completely broken) anti-rotation lugs, in accordance with Airbus Technical Note 957.1901/05, dated October 18, 2005; and check the NLG strut inflation pressure and adjust as applicable before further flight, according to a method approved by either the Manager, International Branch, ANM–116, Transport Airplane Directorate, FAA; or the ´ ´ Direction Generale de l’Aviation Civile (DGAC) (or its delegated agent). Chapter 12, Subject 12–14–32 of the Airbus A318/A319/ A320/A321 Aircraft Maintenance Manual (AMM), as revised by Airbus A318/A319/ A320/A321 AMM Temporary Revision (TR) 12–001, dated November 13, 2005, is one approved method. (1) Within 100 flight cycles following an electronic centralized aircraft monitoring (ECAM) caution ‘‘L/G SHOCK ABSORBER FAULT’’ associated with at least one of the centralized fault display system (CFDS) messages listed in paragraphs (i)(1)(i), (i)(1)(ii), and (i)(1)(iii) of this AD. (i) ‘‘N L/G EXT PROX SNSR 24GA TGT POS.’’ (ii) ‘‘N L/G EXT PROX SNSR 25GA TGT POS.’’ (iii) ‘‘N L/G SHOCK ABSORBER FAULT 2526GM.’’ (2) Within 90 days after the effective date of this AD unless accomplished previously in accordance with paragraph (i)(1) of this AD. (j) If any ruptured (completely broken) upper support anti-rotation lugs are found during the inspections required by paragraph (i) of this AD, before further flight, replace the NLG with a serviceable NLG according to a method approved by either the Manager, International Branch, ANM–116, Transport Airplane Directorate, FAA; or the DGAC (or its delegated agent). Chapter 32 of the Airbus A318/A319/A320/A321 AMM is one approved method. If any other damage to the upper support lugs is found, before further flight, check whether the NLG wheels can be turned by hand without the compression of the shock absorber (i.e., without climbing the centering cam with the aircraft NLG on jacks) and the nose wheel steering disconnected from the electrical box 5GC. If the wheels can be turned, before further flight, replace the NLG with a serviceable NLG according to a method approved by either the Manager, International Branch, ANM–116, Transport Airplane Directorate, FAA; or the DGAC (or its delegated agent). Chapter 32 of the Airbus A318/A319/A320/A321 AMM is one approved method. If the wheels cannot be VerDate Aug<31>2005 15:18 Nov 22, 2005 Jkt 208001 turned, within 100 flight cycles accomplish corrective actions (which could include replacement or continuing inspections) in accordance with a method approved by the Manager, International Branch, ANM–116, Transport Airplane Directorate, FAA. Alternative Methods of Compliance (AMOCs) (k)(1) The Manager, International Branch, ANM–116, Transport Airplane Directorate, FAA, has the authority to approve AMOCs for this AD, if requested in accordance with the procedures found in 14 CFR 39.19. (2) Before using any AMOC approved in accordance with § 39.19 on any airplane to which the AMOC applies, notify the appropriate principal inspector in the FAA Flight Standards Certificate Holding District Office. Related Information (l) None. Material Incorporated by Reference (m) You must use Airbus Technical Note 957.1901/05, dated October 18, 2005, to perform the actions that are required by this AD, unless the AD specifies otherwise. (The document number of the Airbus technical note is only specified on page 1 of the document.) The Director of the Federal Register approved the incorporation by reference of this document in accordance with 5 U.S.C. 552(a) and 1 CFR part 51. Contact Airbus, 1 Rond Point Maurice Bellonte, 31707 Blagnac Cedex, France, for a copy of this service information. You may review copies at the Docket Management Facility, U.S. Department of Transportation, 400 Seventh Street SW., room PL–401, Nassif Building, Washington, DC; on the Internet at http://dms.dot.gov; or at the National Archives and Records Administration (NARA). For information on the availability of this material at the NARA, call (202) 741– 6030, or go to http://www.archives.gov/ federal_register/code_of_federal_regulations/ ibr_locations.html. Issued in Renton, Washington, on November 16, 2005. Kalene C. Yanamura, Acting Manager, Transport Airplane Directorate, Aircraft Certification Service. [FR Doc. 05–23154 Filed 11–22–05; 8:45 am] BILLING CODE 4910–13–P DEPARTMENT OF TRANSPORTATION Federal Aviation Administration 14 CFR Part 39 [Docket No. FAA–2005–23085; Directorate Identifier 2005–SW–25–AD; Amendment 39– 14385; AD 2005–24–05] RIN 2120–AA64 Airworthiness Directives; Boeing Vertol Model 107–II Helicopters Federal Aviation Administration, DOT. AGENCY: PO 00000 Frm 00016 Fmt 4700 Sfmt 4700 Final rule; request for comments. ACTION: SUMMARY: This amendment adopts a new airworthiness directive (AD) for Boeing Vertol (Boeing) Model 107–II helicopters. This action requires a visual and magnetic particle inspection of the quill shaft. This amendment is prompted by the discovery of cracks in a quill shaft during a routine inspection. The actions specified in this AD are intended to detect a fatigue crack in a quill shaft and prevent separation of the quill shaft between the aft transmission and the mix box assembly, loss of rotor synchronization, and subsequent loss of control of the helicopter. DATES: Effective December 8, 2005. Comments for inclusion in the Rules Docket must be received on or before January 23, 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 The Boeing Company, c/o Service Engineering, MC P01–10, P.O. Box 16858, Philadelphia, PA 19142–3227. 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: George Duckett, Aviation Safety Engineer, FAA, New York Aircraft E:\FR\FM\23NOR1.SGM 23NOR1 Federal Register / Vol. 70, No. 225 / Wednesday, November 23, 2005 / Rules and Regulations Certification Office, Airframe and Propulsion Branch, 1600 Stewart Ave., suite 410, Westbury, New York 11590, telephone (516) 228–7325, fax (516) 794–5531. SUPPLEMENTARY INFORMATION: This amendment adopts a new AD for Boeing Model 107–II helicopters. This action requires a visual and magnetic particle inspection of the quill shaft. This amendment is prompted by the discovery of cracks in a quill shaft during a routine 700-hour TIS clutch replacement in which a magnetic particle inspection of the quill shaft was done. Investigation shows that cracking on the ends of the spline teeth of the quill shaft, around the pinhole, occurs due to a wear step in the mating pinion gear splines. These cracked spline teeth can provide stress concentrations that may lead to fatigue cracks. This condition, if not corrected, could result in separation of the quill shaft between the aft transmission and the mix box assembly, loss of rotor synchronization, and subsequent loss of control of the helicopter. We have reviewed Boeing Service Bulletin No. 107–63–1005, Revision 1, dated April 27, 2005, which describes procedures for inspections of quill shafts, part number (P/N) 107D2067, all dash numbers. The service bulletin also specifies rejecting any quill shaft with chipped or cracked teeth or any quill shaft with a crack and, although not required by this AD, specifies measuring and recording wear in the spline of the mating pinion gear, P/N 107D2215. Also, Boeing recommends replacing unairworthy quill shafts with airworthy quill shafts, P/N 107D2067–5. These part-numbered quill shafts have been improved with a shot-peen process. However, in this AD, we are only requiring that you replace any unairworthy quill shaft with an airworthy quill shaft with any approved P/N. This AD is an interim action which covers initial inspections of the quill shaft. We plan to follow this AD with a superseding Notice of Proposed Rulemaking (NPRM) containing longer term requirements. The NPRM will propose adding the pinion gear wear measurements specified in the service bulletin and will propose adding recurring inspections of the quill shaft. Also, because we still have not determined the cause of the wear steps in the mating pinion gear splines, we may consider further rulemaking when the cause is ultimately determined. This unsafe condition is likely to exist or develop on other helicopters of the same type design. Therefore, this AD is VerDate Aug<31>2005 15:18 Nov 22, 2005 Jkt 208001 being issued to detect a fatigue crack in a quill shaft and prevent separation of the quill shaft between the aft transmission and the mix box assembly, loss of rotor synchronization, and subsequent loss of control of the helicopter. This AD requires the following for a helicopter with a quill shaft, P/N 107D2067, and a pinion gear, P/N 107D2215, installed: • Remove the aft transmission assembly, separate the mix box assembly from the aft transmission, and remove the quill shaft from the pinion gear assembly; • Visually inspect the external spline of the quill shaft for a chipped or cracked tooth around the pinhole; and • Magnetic particle inspect the quill shaft for a crack. • Replace any quill shaft that has a crack or a chipped or cracked tooth with an airworthy quill shaft before further flight. If the pinion gear has 700 or more hours TIS, comply within 50 hours TIS, unless accomplished within the previous 350 hours TIS. If the pinion gear has less than 700 hours TIS, comply on or before reaching 750 hours TIS. The short compliance time involved is required because these high-usage helicopters can quickly develop pinion gear wear that could lead to cracks in the quill shaft and adversely affect the structural integrity and controllability of the helicopter. Therefore, the actions described previously are required within 50 hours TIS, a short time period of about 2 weeks based on the high usage rate of these model helicopters, 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 7 helicopters. We estimate that each helicopter inspection will take about 17 work hours at an average labor rate of $65 per work hour. Required parts will cost $2,500 for each quill shaft. Based on these figures, we estimate the total cost impact of the AD on U.S. operators to be $10,235, assuming one quill shaft is replaced on the fleet. 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 PO 00000 Frm 00017 Fmt 4700 Sfmt 4700 70719 to an address listed under ADDRESSES. Include ‘‘Docket No. FAA–2005–23085; Directorate Identifier 2005–SW–25–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 E:\FR\FM\23NOR1.SGM 23NOR1 70720 Federal Register / Vol. 70, No. 225 / Wednesday, November 23, 2005 / Rules and Regulations 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. the Federal Aviation Administration amends 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: I Authority: 49 U.S.C. 106(g), 40113, 44701. § 39.13 [Amended] Adoption of the Amendment 2. Section 39.13 is amended by adding a new airworthiness directive to read as follows: Accordingly, pursuant to the authority delegated to me by the Administrator, 2005–24–05 Boeing Vertol (Boeing): Amendment 39–14385. Docket No. I I FAA–2005–23085; Directorate Identifier 2005–SW–25–AD. Applicability: Model 107–II helicopters, all serial numbers, with a quill shaft, part number (P/N) 107D2067, all dash numbers, and a spiral bevel pinion gear (pinion gear), P/N 107D2215, installed, certificated in any category. Compliance: Required as indicated. To detect a fatigue crack in a quill shaft to prevent separation of the quill shaft between the aft transmission and the mix box assembly, loss of rotor synchronization, and subsequent loss of control of the helicopter, accomplish the following: (a) For a helicopter with a pinion gear installed with the following hours time-inservice (TIS): Pinion gear hours TIS Compliance time 700 or more hours TIS ............................................................................. Within 50 hours TIS, unless accomplished within the previous 350 hours TIS. On or before reaching 750 hours TIS. Less than 700 hours TIS .......................................................................... (1) Remove the aft transmission assembly, separate the mix box assembly from the aft transmission, and remove the quill shaft from the pinion gear assembly; (2) Visually inspect the external spline of the quill shaft for a chipped or cracked tooth around the pinhole; and (3) Magnetic particle inspect the quill shaft for a crack. (b) Before further flight, replace any quill shaft that has a crack or a chipped or cracked tooth with an airworthy quill shaft. Note 1: Boeing Service Bulletin No. 107– 63–1005, Revision 1, dated April 27, 2005, pertains to the subject of this AD. DEPARTMENT OF HEALTH AND HUMAN SERVICES Note 2: Replacement quill shafts manufactured by Kawasaki Heavy Industries (KHI) for use on their Model KV107–II helicopters must be approved by the geographic Aircraft Certification Office (ACO) on a case-by-case basis for installation on a Boeing Model 107–II helicopter. (c) 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, New York ACO, Engine and Propeller Directorate, FAA, for information about previously approved alternative methods of compliance. (d) Special flight permits will not be issued. (e) This amendment becomes effective on December 8, 2005. ACTION: Issued in Fort Worth, Texas, on November 16, 2005. Scott A. Horn, Acting Manager, Rotorcraft Directorate, Aircraft Certification Service. [FR Doc. 05–23156 Filed 11–22–05; 8:45 am] BILLING CODE 4910–13–P VerDate Aug<31>2005 15:18 Nov 22, 2005 Food and Drug Administration 21 CFR Part 312 [Docket No. 2000N–1663] RIN 0910–AA61 Investigational New Drugs: Export Requirements for Unapproved New Drug Products AGENCY: Food and Drug Administration, HHS. Final rule. SUMMARY: The Food and Drug Administration (FDA) is amending its regulations on the exportation of investigational new drugs, including biological products. The final rule describes four different mechanisms for exporting an investigational new drug product. These provisions implement changes in FDA’s export authority resulting from the FDA Export Reform and Enhancement Act of 1996 and also simplify the existing requirements for exports of investigational new drugs. DATES: This rule is effective December 23, 2005. FOR FURTHER INFORMATION CONTACT: Philip L. Chao, Office of Policy and Planning (HF–23), Food and Drug Administration, 5600 Fishers Lane, Rockville, MD 20857, 301–827–0587. SUPPLEMENTARY INFORMATION: I. Background In the Federal Register of June 19, 2002 (67 FR 41642), we (FDA) Jkt 208001 PO 00000 Frm 00018 Fmt 4700 Sfmt 4700 published a proposed rule to describe various options for exporting an investigational new drug, including a biological product. We issued the proposed rule to implement statutory changes resulting from the FDA Export Reform and Enhancement Act of 1996 (Pub. L. 104–134, as amended by Pub. L. 104–180) and to modify a pre-existing regulatory program for exporting investigational new drugs. Under current § 312.110(b) (21 CFR 312.110(b)), any person who intends to export an unapproved new drug product for use in a clinical investigation must have either an investigational new drug application (IND) or submit a written request to us (FDA). The written request must provide sufficient information about the drug to satisfy us that the drug is appropriate for investigational use in humans, that the drug will be used for investigational purposes only, and that the drug may be legally used by the consignee in the importing country for the proposed investigational use (see § 312.110(b)(2)(i)). The request must also specify the quantity of the drug to be shipped and the frequency of expected shipments (id.). If we authorize exportation of the drug, we notify the government of the importing country (id.). Similar procedures exist for export requests made by foreign governments (see § 312.110(b)(2)(ii)). Section 312.110(b)(3) states that the requirements in paragraph (b) apply only where the drug is to be used for the purpose of a clinical investigation. Section 312.110(b)(4) states that the requirements in paragraph (b) do not apply to the exports of new drugs approved or authorized for export under E:\FR\FM\23NOR1.SGM 23NOR1

Agencies

[Federal Register Volume 70, Number 225 (Wednesday, November 23, 2005)]
[Rules and Regulations]
[Pages 70718-70720]
From the Federal Register Online via the Government Printing Office [www.gpo.gov]
[FR Doc No: 05-23156]


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

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. FAA-2005-23085; Directorate Identifier 2005-SW-25-AD; 
Amendment 39-14385; AD 2005-24-05]
RIN 2120-AA64


Airworthiness Directives; Boeing Vertol Model 107-II Helicopters

AGENCY: Federal Aviation Administration, DOT.

ACTION: Final rule; request for comments.

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

SUMMARY: This amendment adopts a new airworthiness directive (AD) for 
Boeing Vertol (Boeing) Model 107-II helicopters. This action requires a 
visual and magnetic particle inspection of the quill shaft. This 
amendment is prompted by the discovery of cracks in a quill shaft 
during a routine inspection. The actions specified in this AD are 
intended to detect a fatigue crack in a quill shaft and prevent 
separation of the quill shaft between the aft transmission and the mix 
box assembly, loss of rotor synchronization, and subsequent loss of 
control of the helicopter.

DATES: Effective December 8, 2005.
    Comments for inclusion in the Rules Docket must be received on or 
before January 23, 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 The 
Boeing Company, c/o Service Engineering, MC P01-10, P.O. Box 16858, 
Philadelphia, PA 19142-3227.

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: George Duckett, Aviation Safety 
Engineer, FAA, New York Aircraft

[[Page 70719]]

Certification Office, Airframe and Propulsion Branch, 1600 Stewart 
Ave., suite 410, Westbury, New York 11590, telephone (516) 228-7325, 
fax (516) 794-5531.

SUPPLEMENTARY INFORMATION: This amendment adopts a new AD for Boeing 
Model 107-II helicopters. This action requires a visual and magnetic 
particle inspection of the quill shaft. This amendment is prompted by 
the discovery of cracks in a quill shaft during a routine 700-hour TIS 
clutch replacement in which a magnetic particle inspection of the quill 
shaft was done. Investigation shows that cracking on the ends of the 
spline teeth of the quill shaft, around the pinhole, occurs due to a 
wear step in the mating pinion gear splines. These cracked spline teeth 
can provide stress concentrations that may lead to fatigue cracks. This 
condition, if not corrected, could result in separation of the quill 
shaft between the aft transmission and the mix box assembly, loss of 
rotor synchronization, and subsequent loss of control of the 
helicopter.
    We have reviewed Boeing Service Bulletin No. 107-63-1005, Revision 
1, dated April 27, 2005, which describes procedures for inspections of 
quill shafts, part number (P/N) 107D2067, all dash numbers. The service 
bulletin also specifies rejecting any quill shaft with chipped or 
cracked teeth or any quill shaft with a crack and, although not 
required by this AD, specifies measuring and recording wear in the 
spline of the mating pinion gear, P/N 107D2215. Also, Boeing recommends 
replacing unairworthy quill shafts with airworthy quill shafts, P/N 
107D2067-5. These part-numbered quill shafts have been improved with a 
shot-peen process. However, in this AD, we are only requiring that you 
replace any unairworthy quill shaft with an airworthy quill shaft with 
any approved P/N.
    This AD is an interim action which covers initial inspections of 
the quill shaft. We plan to follow this AD with a superseding Notice of 
Proposed Rulemaking (NPRM) containing longer term requirements. The 
NPRM will propose adding the pinion gear wear measurements specified in 
the service bulletin and will propose adding recurring inspections of 
the quill shaft. Also, because we still have not determined the cause 
of the wear steps in the mating pinion gear splines, we may consider 
further rulemaking when the cause is ultimately determined.
    This unsafe condition is likely to exist or develop on other 
helicopters of the same type design. Therefore, this AD is being issued 
to detect a fatigue crack in a quill shaft and prevent separation of 
the quill shaft between the aft transmission and the mix box assembly, 
loss of rotor synchronization, and subsequent loss of control of the 
helicopter. This AD requires the following for a helicopter with a 
quill shaft, P/N 107D2067, and a pinion gear, P/N 107D2215, installed:
     Remove the aft transmission assembly, separate the mix box 
assembly from the aft transmission, and remove the quill shaft from the 
pinion gear assembly;
     Visually inspect the external spline of the quill shaft 
for a chipped or cracked tooth around the pinhole; and
     Magnetic particle inspect the quill shaft for a crack.
     Replace any quill shaft that has a crack or a chipped or 
cracked tooth with an airworthy quill shaft before further flight.

If the pinion gear has 700 or more hours TIS, comply within 50 hours 
TIS, unless accomplished within the previous 350 hours TIS. If the 
pinion gear has less than 700 hours TIS, comply on or before reaching 
750 hours TIS.
    The short compliance time involved is required because these high-
usage helicopters can quickly develop pinion gear wear that could lead 
to cracks in the quill shaft and adversely affect the structural 
integrity and controllability of the helicopter. Therefore, the actions 
described previously are required within 50 hours TIS, a short time 
period of about 2 weeks based on the high usage rate of these model 
helicopters, 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 7 helicopters. We estimate 
that each helicopter inspection will take about 17 work hours at an 
average labor rate of $65 per work hour. Required parts will cost 
$2,500 for each quill shaft. Based on these figures, we estimate the 
total cost impact of the AD on U.S. operators to be $10,235, assuming 
one quill shaft is replaced on the fleet.

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-2005-23085; 
Directorate Identifier 2005-SW-25-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

[[Page 70720]]

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 adding a new airworthiness directive to 
read as follows:

2005-24-05 Boeing Vertol (Boeing): Amendment 39-14385. Docket No. 
FAA-2005-23085; Directorate Identifier 2005-SW-25-AD.

    Applicability: Model 107-II helicopters, all serial numbers, 
with a quill shaft, part number (P/N) 107D2067, all dash numbers, 
and a spiral bevel pinion gear (pinion gear), P/N 107D2215, 
installed, certificated in any category.
    Compliance: Required as indicated.
    To detect a fatigue crack in a quill shaft to prevent separation 
of the quill shaft between the aft transmission and the mix box 
assembly, loss of rotor synchronization, and subsequent loss of 
control of the helicopter, accomplish the following:
    (a) For a helicopter with a pinion gear installed with the 
following hours time-in-service (TIS):

------------------------------------------------------------------------
         Pinion gear hours TIS                   Compliance time
------------------------------------------------------------------------
700 or more hours TIS..................  Within 50 hours TIS, unless
                                          accomplished within the
                                          previous 350 hours TIS.
Less than 700 hours TIS................  On or before reaching 750 hours
                                          TIS.
------------------------------------------------------------------------

    (1) Remove the aft transmission assembly, separate the mix box 
assembly from the aft transmission, and remove the quill shaft from 
the pinion gear assembly;
    (2) Visually inspect the external spline of the quill shaft for 
a chipped or cracked tooth around the pinhole; and
    (3) Magnetic particle inspect the quill shaft for a crack.
    (b) Before further flight, replace any quill shaft that has a 
crack or a chipped or cracked tooth with an airworthy quill shaft.

    Note 1: Boeing Service Bulletin No. 107-63-1005, Revision 1, 
dated April 27, 2005, pertains to the subject of this AD.


    Note 2: Replacement quill shafts manufactured by Kawasaki Heavy 
Industries (KHI) for use on their Model KV107-II helicopters must be 
approved by the geographic Aircraft Certification Office (ACO) on a 
case-by-case basis for installation on a Boeing Model 107-II 
helicopter.

    (c) 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, New York ACO, Engine and Propeller Directorate, 
FAA, for information about previously approved alternative methods 
of compliance.
    (d) Special flight permits will not be issued.
    (e) This amendment becomes effective on December 8, 2005.

    Issued in Fort Worth, Texas, on November 16, 2005.
Scott A. Horn,
Acting Manager, Rotorcraft Directorate, Aircraft Certification Service.
[FR Doc. 05-23156 Filed 11-22-05; 8:45 am]
BILLING CODE 4910-13-P