Airworthiness Directives; Robinson Helicopter Company Models R22, R22 Alpha, R22 Beta, R22 Mariner, R44 and R44 II Helicopters, 397-400 [E7-25395]
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Federal Register / Vol. 73, No. 2 / Thursday, January 3, 2008 / Rules and Regulations
products identified in this rulemaking
action.
Regulatory Findings
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 this AD:
(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.
You can find our regulatory
evaluation and the estimated costs of
compliance in the AD Docket.
List of Subjects in 14 CFR Part 39
Air transportation, Aircraft, Aviation
safety, Incorporation by reference,
Safety.
Adoption of the Amendment
Accordingly, under the authority
delegated to me by the Administrator,
the FAA amends 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. The FAA amends § 39.13 by adding
the following new AD:
I
2007–26–16 Cessna Aircraft Company:
Amendment 39–15318. Docket No.
FAA–2007–0379; Directorate Identifier
2007–NM–331–AD.
Effective Date
(a) This airworthiness directive (AD) is
effective January 18, 2008.
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Affected ADs
(b) None.
Applicability
(c) This AD applies to Cessna Model 680
airplanes, certificated in any category, serial
numbers –0001 through –0152 inclusive,
–0157, and –0158.
Unsafe Condition
(d) This AD results from an incident report
which indicated that a hydraulic leak and
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16:54 Jan 02, 2008
Jkt 214001
wire chafing, including signs of heat damage,
were found within the lower tail cone fairing
area. Similar wire chafing has also been
found on other airplanes. We are issuing this
AD to detect and correct wire chafing, and
inadequate separation of the wiring and
hydraulic line, which could lead to electrical
arcing and a hydraulic leak and could result
in a potential source of ignition and
consequent fire.
Compliance
(e) Comply with this AD within the
compliance times specified, unless already
done.
Inspections/Corrective Actions
(f) Within 10 days after the effective date
of this AD: Do a general visual inspection of
the routing of the aft fairing wire bundle
assembly for adequate separation between
the wiring and the hydraulic line, and do a
general visual inspection for chafing or
damage of the wire bundle assembly and for
damage to the hydraulic line; by doing all of
the actions, including all applicable
corrective actions, specified in the
Accomplishment Instructions of Cessna Alert
Service Letter ASL680–24–02, dated October
1, 2007; except as provided by paragraph (g)
of this AD. Do all applicable corrective
actions before further flight.
Note 1: For the purposes of this AD, a
general visual inspection is: ‘‘A visual
examination of an interior or exterior area,
installation, or assembly to detect obvious
damage, failure, or irregularity. This level of
inspection is made from within touching
distance unless otherwise specified. A mirror
may be necessary to ensure visual access to
all surfaces in the inspection area. This level
of inspection is made under normally
available lighting conditions such as
daylight, hangar lighting, flashlight, or
droplight and may require removal or
opening of access panels or doors. Stands,
ladders, or platforms may be required to gain
proximity to the area being checked.’’
Exception to Alert Service Letter
(g) Although the Accomplishment
Instructions of Cessna Alert Service Letter
ASL680–24–02, dated October 1, 2007,
specify to submit certain information to the
manufacturer, this AD does not include that
requirement.
Alternative Methods of Compliance
(AMOCs)
(h)(1) The Manager, Electrical Systems and
Avionics, ACE–119W, FAA, ATTN: Jarrett
Larrow, Aerospace Engineer, Electrical
Systems and Avionics, ACE–119W, FAA,
Wichita Aircraft Certification Office, 1801
Airport Road, room 100, Mid-Continent
Airport, Wichita, Kansas 67209; telephone
(316) 946–4128; fax (316) 946–4107; has the
authority to approve AMOCs for this AD, if
requested using the procedures found in 14
CFR 39.19.
(2) To request a different method of
compliance or a different compliance time
for this AD, follow the procedures in 14 CFR
39.19. Before using any approved AMOC on
any airplane to which the AMOC applies,
notify your appropriate principal inspector
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397
(PI) in the FAA Flight Standards District
Office (FSDO), or lacking a PI, your local
FSDO.
Material Incorporated by Reference
(i) You must use Cessna Alert Service
Letter ASL680–24–02, dated October 1, 2007,
to do the actions required by this AD, unless
the AD specifies otherwise.
(1) The Director of the Federal Register
approved the incorporation by reference of
this service information under 5 U.S.C.
552(a) and 1 CFR part 51.
(2) For service information identified in
this AD, contact Cessna Aircraft Co., P.O. Box
7706, Wichita, Kansas 67277.
(3) You may review copies of the service
information incorporated by reference at the
FAA, Transport Airplane Directorate, 1601
Lind Avenue SW., Renton, Washington; or at
the National Archives and Records
Administration (NARA). For information on
the availability of this material at NARA, call
202–741–6030, or go to: https://
www.archives.gov/federal_register/
code_of_federal_regulations/
ibr_locations.html.
Issued in Renton, Washington, on
December 20, 2007.
Ali Bahrami,
Manager, Transport Airplane Directorate,
Aircraft Certification Service.
[FR Doc. 07–6265 Filed 1–2–08; 8:45 am]
BILLING CODE 4910–13–P
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA–2007–0378; Directorate
Identifier 2007–SW–04–AD; Amendment 39–
15314; AD 2007–26–12]
RIN 2120–AA64
Airworthiness Directives; Robinson
Helicopter Company Models R22, R22
Alpha, R22 Beta, R22 Mariner, R44 and
R44 II Helicopters
Federal Aviation
Administration, DOT.
ACTION: Final rule; request for
comments.
AGENCY:
SUMMARY: This amendment adopts a
new airworthiness directive (AD) for the
specified Robinson Helicopter Company
(Robinson) helicopters. This action
requires a one-time visual inspection for
skin separation along the leading edge
of blade skin aft of the skin-to-spar bond
line on the lower surface of each blade
and in the tip cap area. This action also
requires a ‘‘tap test’’ for detecting a
separation or void in both bonded areas.
This action also requires repainting any
exposed area of the blades. If any
separation or void is detected, replacing
the blade before further flight is
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Federal Register / Vol. 73, No. 2 / Thursday, January 3, 2008 / Rules and Regulations
required. Thereafter, before each flight,
this AD also requires checking for any
exposed (bare metal) along the skin-tospar bond line on the lower surface of
each blade near the tip. If any bare metal
is found, a mechanic must inspect the
area. This amendment is prompted by
11 reports of blade debond, some
occurring in flight causing the pilot to
feel excessive vibrations and land, and
some found during routine
maintenance. The actions specified in
this AD are intended to detect blade
skin debond and to prevent blade failure
and subsequent loss of control of the
helicopter.
Effective January 18, 2008.
The incorporation by reference of
certain publications listed in the
regulations is approved by the Director
of the Federal Register as of January 18,
2008.
Comments for inclusion in the Rules
Docket must be received on or before
March 3, 2008.
ADDRESSES: Use one of the following
addresses to submit comments on this
AD:
• Government-wide rulemaking Web
site: Go to https://www.regulations.gov
and follow the instructions for sending
your comments electronically;
• 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: Deliver to the
‘‘Mail’’ address between 9 a.m. and 5
p.m., Monday through Friday, except
Federal holidays; or
• Fax: (202) 493–2251.
You may get the service information
identified in this AD from Robinson
Helicopter Company, 2901 Airport
Drive, Torrance, CA 90505, telephone
(310) 539–0508, fax (310) 539–5198.
DATES:
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Examining the Docket
You may examine the docket that
contains the AD, any comments, and
other information on the Internet at
https://regulations.gov, or in person at
the Docket Management System (DMS)
Docket Operations office between 9 a.m.
and 5 p.m., Monday through Friday,
except Federal holidays. The Docket
Operations office (telephone (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
the DMS receives them.
FOR FURTHER INFORMATION CONTACT: For
information relating to the Robinson
R22 helicopter, contact Eric Schrieber,
Aviation Safety Engineer, FAA, Los
VerDate Aug<31>2005
16:54 Jan 02, 2008
Jkt 214001
Angeles Aircraft Certification Office,
Airframe Branch, 3960 Paramount
Blvd., Lakewood, California 90712,
telephone (562) 627–5348, fax (562)
627–5210. For information relating to
the Robinson R44 helicopter, contact
Fred Guerin, Aviation Safety Engineer,
FAA, Los Angeles Aircraft Certification
Office, Airframe Branch, 3960
Paramount Blvd., Lakewood, California
90712, telephone (562) 627–5232, fax
(562) 627–5210.
SUPPLEMENTARY INFORMATION: This
amendment adopts a new AD for the
specified Robinson helicopters. This
action also requires a one-time visual
inspection for skin separation along the
leading edge of the blade skin aft of the
skin-to-spar bond line on the lower
surface of each blade and in the tip cap
area. This action also requires a ‘‘tap
test’’ for detecting a separation or void
in both bonded areas. This AD also
requires repainting any exposed area of
the blades. If any separation or void is
detected, replacing the blade before
further flight is required. Thereafter, this
action requires, before each flight,
checking for any exposed (bare metal)
along the skin-to-spar bond line on the
lower surface of each blade near the tip.
If any bare metal is found, a mechanic
must visually inspect the area, perform
a ‘‘tap test,’’ and remove both blade tip
covers and inspect. This amendment is
prompted by 11 reports of blade
debond, some occurring in flight,
causing the pilot to feel excessive
vibrations and land, and some found
during routine maintenance. In one of
the reported incidents, the debond was
caused by corrosion from the lower
surface of the aluminum tip cap, which
is bonded to the inside of the blade tip.
The corrosion bubbles caused lifting of
the skin and eventual separation. This
condition was found during inspection
and not in flight.
We have reviewed the following:
• Robinson R22 and R44 Safety Alert,
issued on January 4, 2007, revised on
March 16, 2007, and March 22, 2007
(Safety Alert);
• Robinson R22 and R44 Service
Letter SL–56 and SL–32, dated March
16, 2007, and Revision A, dated March
29, 2007 (Service Letter);
• Robinson R22 and R44 Service
Bulletin SB–96 and SB–61, both dated
March 29, 2007 (Service Bulletin);
• Robinson letter titled ‘‘Additional
Information Regarding Main Rotor Blade
Skin Debonding,’’ dated May 25, 2007;
and
• The Robinson Model R22 and R44
Rotorcraft Flight Manuals changes to the
Normal Procedures Section 4, and
Systems Description Section 7, revised
April 20, 2007.
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The latest Safety Alert states in part,
‘‘During each daily preflight, visually
check blade finish along lower surface
bond line. If any bare metal is exposed
at or beyond bond line, have blade
refinished per R22 Service Letter SL–56
or Service Letter SL–32 by a qualified
mechanic before further flight.’’ The
Service Letter, Revision A, dated March
29, 2007, specifies using 10x
magnification to visually inspect the
leading edge of any exposed (bare metal)
blade skin at skin-to-spar bond line. The
Service Letter also specifies tap testing
all bare metal skin-to-spar bonded areas.
If any tap test indication of separation
or any void is detected, the blade is
unairworthy. The March 16, 2007,
Service Letter to R22/R44 owners/
operators, and Service Centers, specifies
using a 5x to 10x magnification for the
visual inspection and makes certain
changes to the painting process.
Revision A, dated March 29, 2007, to
the Service Letter includes a more
accurate drawing of the exposed skin-tospar joint area. That Service Letter also
includes an inspection for corrosion
around the internal aluminum tip cap
area and specifies painting any bare
metal.
Bond failures have occurred on blades
where the protective coatings have
eroded away leaving the skin aft of the
bond line at the skin-to-spar bond line
exposed on the lower surface near the
tip. Further erosion of the leading edge
of the unprotected skin has caused
voids and skin separation. Bond failures
have also occurred due to corrosion
around the tip cap where corrosion
residue has disrupted and eventually
separated the bond.
To attempt to prevent debonding on
new blades, the manufacturer has
changed the production process.
However, it has not been proven that
these changes will prevent a debond.
Therefore, at this time, the FAA does
not consider these newly manufactured
blades to provide terminating action for
the requirements of this AD.
This unsafe condition is likely to exist
or develop on other helicopters of these
same type designs. Therefore, this AD is
being issued to detect blade skin debond
to prevent blade failure and subsequent
loss of control of the helicopter.
This AD requires the following:
• Within 10 hours TIS, unless
accomplished previously,
• Using a 10x or higher
magnification, visually inspect for skin
separation along the leading edge of any
exposed (bare metal) blade skin aft of
the skin-to-spar bond line on the lower
surface of each blade. If there is skin
separation, the blade is unairworthy.
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Federal Register / Vol. 73, No. 2 / Thursday, January 3, 2008 / Rules and Regulations
• Perform a ‘‘tap test’’ to detect any
separation or void on skin-to-spar
bonded areas on the lower blade skin aft
of the skin-to-spar bond line of each
blade using a 1965 or later U.S. quarterdollar coin. If there is any separation or
any void, the blade is unairworthy.
• Remove both main rotor blade tip
covers. Using a 10x or higher
magnification, visually inspect the blade
tip area exposed when the blade tip
covers are removed. ‘‘Tap test’’ the skin
to cap bond joints on both upper and
lower surfaces of each blade. If any
corrosion, separation, or void is
detected, the blade is unairworthy.
• Repaint any exposed area of the
blade.
• Before further flight, replace any
unairworthy blade with an airworthy
blade.
• Thereafter, if the rotor blade is
found airworthy by the initial
inspection, before each flight, visually
check for any exposed (bare metal) skinto-spar bonded area on the lower surface
of each blade within the outboard 24
inches paying particular attention to the
last 10 inches before the tip. An owner/
operator (pilot) holding at least a private
pilot certificate may perform this visual
check and must enter compliance into
the aircraft maintenance records in
accordance with 14 CFR 43.11 and
91.417(a)(2)(V). A pilot may perform
this check because it involves only a
visual check for any bare metal in the
skin-to-spar bonded area and can be
performed equally well by a pilot or a
mechanic. If a pilot finds any area of
skin bare metal in the outboard 24
inches of either blade, before further
flight, a qualified mechanic must
comply with the requirements of this
AD.
The repainting must be done by
following the specified portions of the
Service Letter described previously.
The short compliance time involved
is required because the previously
described critical unsafe condition can
adversely affect the structural integrity
and controllability of the helicopter.
Therefore, the actions described are
required before each flight and initially
within 10 hours TIS, both very short
time intervals, 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
2290 helicopters. A check before each
flight of each blade will take a minimal
amount of time. It will take about:
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16:54 Jan 02, 2008
Jkt 214001
• 3 work hours to inspect 2 blades;
and
• 10 work hours to remove and
replace a blade for an estimated 10
blades based on reports of 10 affected
blades in the past 2 years.
• The average labor rate is $80 per
work hour.
• Required parts will cost about
$16,432 for a Model R22 blade, and
about $23,060 for a Model R44 blade.
Based on these figures, we estimate
the total cost impact of the AD on U.S.
operators to be $755,060; $549,600 to
inspect all the blades; plus $86,160, to
remove and replace 5 of the Model R22
helicopter blades plus $119,300 to
remove and replace 5 of the Model R44
helicopter blades.
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–2007–0378;
Directorate Identifier 2007–SW–04–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 https://
regulations.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).
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;
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399
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.
List of Subjects in 14 CFR Part 39
Air transportation, Aircraft, Aviation
safety, Incorporation by reference,
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 adding
a new airworthiness directive to read as
follows:
I
2007–26–12 Robinson Helicopter Company:
Amendment 39–15314. Docket No.
FAA–2007–0378; Directorate Identifier
2007–SW–04–AD.
Applicability
Model R22, R22 Alpha, R22 Beta, R22
Mariner helicopters, serial numbers 0002
through 4100; R44 helicopters, serial
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Federal Register / Vol. 73, No. 2 / Thursday, January 3, 2008 / Rules and Regulations
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numbers 0001 through 1670; and R44 II
helicopters, serial numbers 10001 through
11570, certificated in any category.
Compliance
Required as indicated.
To detect main rotor blade (blade) skin
debond and prevent blade failure and
subsequent loss of control of the helicopter,
do the following:
(a) Within 10 hours time-in-service (TIS),
unless accomplished previously:
(1) Using a 10x or higher magnification,
visually inspect for skin separation along the
leading edge of any exposed (bare metal)
blade skin aft of the skin-to-spar bond line on
the lower surface of each blade. If there is
any skin separation, the blade is
unairworthy.
(2) Perform a ‘‘tap test’’ to detect any
separation or void on the skin-to-spar bonded
areas on the lower blade skin aft of the skinto-spar bond line of each blade using a 1965
or later U.S. quarter-dollar coin. If there is
any separation or any void, the blade is
unairworthy.
(3) Remove both blade tip covers. Using a
10x or higher magnification, visually inspect
the blade tip area exposed when the blade tip
covers were removed. ‘‘Tap test’’ the skin to
cap bond joints on both upper and lower
surfaces. If corrosion, separation, or any void
is detected, the blade is unairworthy.
(4) Repaint any exposed area of the blade
according to the Compliance Procedure,
paragraphs 3 through 7, of R22 Service Letter
SL–56 and R44 Service Letter SL–32,
Revision A, dated March 29, 2007.
(b) Before further flight, replace any
unairworthy blade with an airworthy blade.
(c) Thereafter, if the rotor blade has been
found airworthy by the inspections in
paragraph (a), before each flight, visually
check for any exposed (bare metal) skin-tospar bonded area on the lower surface of each
blade within the outboard 24 inches paying
particular attention to the last 10 inches
before the tip. An owner/operator (pilot)
holding at least a private pilot certificate may
perform this visual check and must enter
compliance into the aircraft maintenance
records in accordance with 14 CFR 43.11 and
91.417(a)(2)(V). If a pilot finds any area of
skin bare metal in the outboard 24 inches of
either blade, before further flight, a qualified
mechanic must comply with the
requirements of paragraph (a) of this AD.
(d) 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, Los Angeles
Aircraft Certification Office, FAA, ATTN:
(For R22) Eric Schrieber, Aviation Safety
Engineer, Aircraft Certification Office,
Airframe Branch, 3960 Paramount Blvd.,
Lakewood, California 90712, telephone (562)
627–5348, fax (562) 627–5210, or (for R44)
Fred Guerin, Aviation Safety Engineer,
Airframe Branch, 3960 Paramount Blvd.,
Lakewood, California 90712, telephone (562)
627–5232, fax (562) 627–5210, for
information about previously approved
alternative methods of compliance.
(e) Repaint the exposed area of a blade by
following Robinson R22 Service Letter SL–56
and R44 Service Letter SL–32, Revision A,
VerDate Aug<31>2005
16:54 Jan 02, 2008
Jkt 214001
dated March 29, 2007. The Director of the
Federal Register approved this incorporation
by reference in accordance with 5 U.S.C.
552(a) and 1 CFR part 51. Copies may be
obtained from Robinson Helicopter
Company, 2901 Airport Drive. Torrance, CA
90505, telephone (310) 539–0508, fax (310)
539–5198. Copies may be inspected at the
FAA, Office of the Regional Counsel,
Southwest Region, 2601 Meacham Blvd.,
Room 663, Fort Worth, Texas or at the
National Archives and Records
Administration (NARA). For information on
the availability of this material at NARA, call
202–741–6030, or go to: https://
www.archives.gov/federal_register/
code_of_federal_regulations/
ibr_locations.html.
(f) This amendment becomes effective on
January 18, 2008.
Issued in Fort Worth, Texas, on December
17, 2007.
David A. Downey,
Manager, Rotorcraft Directorate, Aircraft
Certification Service.
[FR Doc. E7–25395 Filed 1–2–08; 8:45 am]
BILLING CODE 4910–13–P
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA–2007–28843 Directorate
Identifier 2007–CE–065–AD; Amendment
39–15317; AD 2007–26–25]
RIN 2120–AA64
Airworthiness Directives; DG
Flugzeugbau GmbH Model DG–500MB
Gliders
Federal Aviation
Administration (FAA), Department of
Transportation (DOT).
ACTION: Final rule.
AGENCY:
SUMMARY: We are adopting a new
airworthiness directive (AD) for the
products listed above. This AD results
from mandatory continuing
airworthiness information (MCAI)
issued by an aviation authority of
another country to identify and correct
an unsafe condition on an aviation
product. The MCAI describes the unsafe
condition as:
In some cases the electric motor of the
spindle drive detached itself from the spindle
drive, causing the powerplant to retract itself
after engine shutdown. In another case the
attachment fork on the spindle drive failed
with the same consequences.
We are issuing this AD to require
actions to correct the unsafe condition
on these products.
DATES: This AD becomes effective
February 7, 2008.
On February 7, 2008, the Director of
the Federal Register approved the
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incorporation by reference of certain
publications listed in this AD.
ADDRESSES: You may examine the AD
docket on the Internet at https://
www.regulations.gov or in person at
Document Management Facility, U.S.
Department of Transportation, Docket
Operations, M–30, West Building
Ground Floor, Room W12–140, 1200
New Jersey Avenue, SE., Washington,
DC 20590.
FOR FURTHER INFORMATION CONTACT: Greg
Davison, Glider Program Manager, FAA,
Small Airplane Directorate, 901 Locust,
Room 301, Kansas City, Missouri 64106;
telephone: (816) 329–4130; fax: (816)
329–4090.
SUPPLEMENTARY INFORMATION:
Discussion
We issued a notice of proposed
rulemaking (NPRM) to amend 14 CFR
part 39 to include an AD that would
apply to the specified products. That
NPRM was published in the Federal
Register on August 20, 2007 (72 FR
46411). That NPRM proposed to correct
an unsafe condition for the specified
products. The MCAI states:
In some cases the electric motor of the
spindle drive detached itself from the spindle
drive, causing the powerplant to retract itself
after engine shutdown. In another case the
attachment fork on the spindle drive failed
with the same consequences.
The MCAI requires you to modify the
affected parts and exchange pages in the
flight, maintenance, and repair manuals.
Comments
We gave the public the opportunity to
participate in developing this AD. We
received no comments on the NPRM or
on the determination of the cost to the
public.
The FAA reviewed the proposed
requirement of the NPRM to exchange
pages in the flight, maintenance, and
repair manuals. We have determined
that the exchange of certain pages in the
flight, maintenance, and repair manuals
is outside the scope of what is needed
to correct the unsafe condition for
aircraft of U.S. registry.
Conclusion
We reviewed the available data and
determined that air safety and the
public interest require adopting the AD
as proposed, except for eliminating the
need to exchange manual pages.
Differences Between This AD and the
MCAI or Service Information
We have reviewed the MCAI and
related service information and, in
general, agree with their substance. But
we might have found it necessary to use
E:\FR\FM\03JAR1.SGM
03JAR1
]]>Agencies
[Federal Register Volume 73, Number 2 (Thursday, January 3, 2008)]
[Rules and Regulations]
[Pages 397-400]
From the Federal Register Online via the Government Printing Office [www.gpo.gov]
[FR Doc No: E7-25395]
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DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA-2007-0378; Directorate Identifier 2007-SW-04-AD;
Amendment 39-15314; AD 2007-26-12]
RIN 2120-AA64
Airworthiness Directives; Robinson Helicopter Company Models R22,
R22 Alpha, R22 Beta, R22 Mariner, R44 and R44 II Helicopters
AGENCY: Federal Aviation Administration, DOT.
ACTION: Final rule; request for comments.
-----------------------------------------------------------------------
SUMMARY: This amendment adopts a new airworthiness directive (AD) for
the specified Robinson Helicopter Company (Robinson) helicopters. This
action requires a one-time visual inspection for skin separation along
the leading edge of blade skin aft of the skin-to-spar bond line on the
lower surface of each blade and in the tip cap area. This action also
requires a ``tap test'' for detecting a separation or void in both
bonded areas. This action also requires repainting any exposed area of
the blades. If any separation or void is detected, replacing the blade
before further flight is
[[Page 398]]
required. Thereafter, before each flight, this AD also requires
checking for any exposed (bare metal) along the skin-to-spar bond line
on the lower surface of each blade near the tip. If any bare metal is
found, a mechanic must inspect the area. This amendment is prompted by
11 reports of blade debond, some occurring in flight causing the pilot
to feel excessive vibrations and land, and some found during routine
maintenance. The actions specified in this AD are intended to detect
blade skin debond and to prevent blade failure and subsequent loss of
control of the helicopter.
DATES: Effective January 18, 2008.
The incorporation by reference of certain publications listed in
the regulations is approved by the Director of the Federal Register as
of January 18, 2008.
Comments for inclusion in the Rules Docket must be received on or
before March 3, 2008.
ADDRESSES: Use one of the following addresses to submit comments on
this AD:
Government-wide rulemaking Web site: Go to https://
www.regulations.gov and follow the instructions for sending your
comments electronically;
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: Deliver to the ``Mail'' address between 9
a.m. and 5 p.m., Monday through Friday, except Federal holidays; or
Fax: (202) 493-2251.
You may get the service information identified in this AD from
Robinson Helicopter Company, 2901 Airport Drive, Torrance, CA 90505,
telephone (310) 539-0508, fax (310) 539-5198.
Examining the Docket
You may examine the docket that contains the AD, any comments, and
other information on the Internet at https://regulations.gov, or in
person at the Docket Management System (DMS) Docket Operations office
between 9 a.m. and 5 p.m., Monday through Friday, except Federal
holidays. The Docket Operations office (telephone (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 the DMS receives them.
FOR FURTHER INFORMATION CONTACT: For information relating to the
Robinson R22 helicopter, contact Eric Schrieber, Aviation Safety
Engineer, FAA, Los Angeles Aircraft Certification Office, Airframe
Branch, 3960 Paramount Blvd., Lakewood, California 90712, telephone
(562) 627-5348, fax (562) 627-5210. For information relating to the
Robinson R44 helicopter, contact Fred Guerin, Aviation Safety Engineer,
FAA, Los Angeles Aircraft Certification Office, Airframe Branch, 3960
Paramount Blvd., Lakewood, California 90712, telephone (562) 627-5232,
fax (562) 627-5210.
SUPPLEMENTARY INFORMATION: This amendment adopts a new AD for the
specified Robinson helicopters. This action also requires a one-time
visual inspection for skin separation along the leading edge of the
blade skin aft of the skin-to-spar bond line on the lower surface of
each blade and in the tip cap area. This action also requires a ``tap
test'' for detecting a separation or void in both bonded areas. This AD
also requires repainting any exposed area of the blades. If any
separation or void is detected, replacing the blade before further
flight is required. Thereafter, this action requires, before each
flight, checking for any exposed (bare metal) along the skin-to-spar
bond line on the lower surface of each blade near the tip. If any bare
metal is found, a mechanic must visually inspect the area, perform a
``tap test,'' and remove both blade tip covers and inspect. This
amendment is prompted by 11 reports of blade debond, some occurring in
flight, causing the pilot to feel excessive vibrations and land, and
some found during routine maintenance. In one of the reported
incidents, the debond was caused by corrosion from the lower surface of
the aluminum tip cap, which is bonded to the inside of the blade tip.
The corrosion bubbles caused lifting of the skin and eventual
separation. This condition was found during inspection and not in
flight.
We have reviewed the following:
Robinson R22 and R44 Safety Alert, issued on January 4,
2007, revised on March 16, 2007, and March 22, 2007 (Safety Alert);
Robinson R22 and R44 Service Letter SL-56 and SL-32, dated
March 16, 2007, and Revision A, dated March 29, 2007 (Service Letter);
Robinson R22 and R44 Service Bulletin SB-96 and SB-61,
both dated March 29, 2007 (Service Bulletin);
Robinson letter titled ``Additional Information Regarding
Main Rotor Blade Skin Debonding,'' dated May 25, 2007; and
The Robinson Model R22 and R44 Rotorcraft Flight Manuals
changes to the Normal Procedures Section 4, and Systems Description
Section 7, revised April 20, 2007.
The latest Safety Alert states in part, ``During each daily
preflight, visually check blade finish along lower surface bond line.
If any bare metal is exposed at or beyond bond line, have blade
refinished per R22 Service Letter SL-56 or Service Letter SL-32 by a
qualified mechanic before further flight.'' The Service Letter,
Revision A, dated March 29, 2007, specifies using 10x magnification to
visually inspect the leading edge of any exposed (bare metal) blade
skin at skin-to-spar bond line. The Service Letter also specifies tap
testing all bare metal skin-to-spar bonded areas. If any tap test
indication of separation or any void is detected, the blade is
unairworthy. The March 16, 2007, Service Letter to R22/R44 owners/
operators, and Service Centers, specifies using a 5x to 10x
magnification for the visual inspection and makes certain changes to
the painting process. Revision A, dated March 29, 2007, to the Service
Letter includes a more accurate drawing of the exposed skin-to-spar
joint area. That Service Letter also includes an inspection for
corrosion around the internal aluminum tip cap area and specifies
painting any bare metal.
Bond failures have occurred on blades where the protective coatings
have eroded away leaving the skin aft of the bond line at the skin-to-
spar bond line exposed on the lower surface near the tip. Further
erosion of the leading edge of the unprotected skin has caused voids
and skin separation. Bond failures have also occurred due to corrosion
around the tip cap where corrosion residue has disrupted and eventually
separated the bond.
To attempt to prevent debonding on new blades, the manufacturer has
changed the production process. However, it has not been proven that
these changes will prevent a debond. Therefore, at this time, the FAA
does not consider these newly manufactured blades to provide
terminating action for the requirements of this AD.
This unsafe condition is likely to exist or develop on other
helicopters of these same type designs. Therefore, this AD is being
issued to detect blade skin debond to prevent blade failure and
subsequent loss of control of the helicopter.
This AD requires the following:
Within 10 hours TIS, unless accomplished previously,
Using a 10x or higher magnification, visually inspect for
skin separation along the leading edge of any exposed (bare metal)
blade skin aft of the skin-to-spar bond line on the lower surface of
each blade. If there is skin separation, the blade is unairworthy.
[[Page 399]]
Perform a ``tap test'' to detect any separation or void on
skin-to-spar bonded areas on the lower blade skin aft of the skin-to-
spar bond line of each blade using a 1965 or later U.S. quarter-dollar
coin. If there is any separation or any void, the blade is unairworthy.
Remove both main rotor blade tip covers. Using a 10x or
higher magnification, visually inspect the blade tip area exposed when
the blade tip covers are removed. ``Tap test'' the skin to cap bond
joints on both upper and lower surfaces of each blade. If any
corrosion, separation, or void is detected, the blade is unairworthy.
Repaint any exposed area of the blade.
Before further flight, replace any unairworthy blade with
an airworthy blade.
Thereafter, if the rotor blade is found airworthy by the
initial inspection, before each flight, visually check for any exposed
(bare metal) skin-to-spar bonded area on the lower surface of each
blade within the outboard 24 inches paying particular attention to the
last 10 inches before the tip. An owner/operator (pilot) holding at
least a private pilot certificate may perform this visual check and
must enter compliance into the aircraft maintenance records in
accordance with 14 CFR 43.11 and 91.417(a)(2)(V). A pilot may perform
this check because it involves only a visual check for any bare metal
in the skin-to-spar bonded area and can be performed equally well by a
pilot or a mechanic. If a pilot finds any area of skin bare metal in
the outboard 24 inches of either blade, before further flight, a
qualified mechanic must comply with the requirements of this AD.
The repainting must be done by following the specified portions of
the Service Letter described previously.
The short compliance time involved is required because the
previously described critical unsafe condition can adversely affect the
structural integrity and controllability of the helicopter. Therefore,
the actions described are required before each flight and initially
within 10 hours TIS, both very short time intervals, 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 2290 helicopters. A check
before each flight of each blade will take a minimal amount of time. It
will take about:
3 work hours to inspect 2 blades; and
10 work hours to remove and replace a blade for an
estimated 10 blades based on reports of 10 affected blades in the past
2 years.
The average labor rate is $80 per work hour.
Required parts will cost about $16,432 for a Model R22
blade, and about $23,060 for a Model R44 blade.
Based on these figures, we estimate the total cost impact of the AD
on U.S. operators to be $755,060; $549,600 to inspect all the blades;
plus $86,160, to remove and replace 5 of the Model R22 helicopter
blades plus $119,300 to remove and replace 5 of the Model R44
helicopter blades.
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-2007-0378; Directorate
Identifier 2007-SW-04-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 https://
regulations.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).
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.
List of Subjects in 14 CFR Part 39
Air transportation, Aircraft, Aviation safety, Incorporation by
reference, 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:
2007-26-12 Robinson Helicopter Company: Amendment 39-15314. Docket
No. FAA-2007-0378; Directorate Identifier 2007-SW-04-AD.
Applicability
Model R22, R22 Alpha, R22 Beta, R22 Mariner helicopters, serial
numbers 0002 through 4100; R44 helicopters, serial
[[Page 400]]
numbers 0001 through 1670; and R44 II helicopters, serial numbers
10001 through 11570, certificated in any category.
Compliance
Required as indicated.
To detect main rotor blade (blade) skin debond and prevent blade
failure and subsequent loss of control of the helicopter, do the
following:
(a) Within 10 hours time-in-service (TIS), unless accomplished
previously:
(1) Using a 10x or higher magnification, visually inspect for
skin separation along the leading edge of any exposed (bare metal)
blade skin aft of the skin-to-spar bond line on the lower surface of
each blade. If there is any skin separation, the blade is
unairworthy.
(2) Perform a ``tap test'' to detect any separation or void on
the skin-to-spar bonded areas on the lower blade skin aft of the
skin-to-spar bond line of each blade using a 1965 or later U.S.
quarter-dollar coin. If there is any separation or any void, the
blade is unairworthy.
(3) Remove both blade tip covers. Using a 10x or higher
magnification, visually inspect the blade tip area exposed when the
blade tip covers were removed. ``Tap test'' the skin to cap bond
joints on both upper and lower surfaces. If corrosion, separation,
or any void is detected, the blade is unairworthy.
(4) Repaint any exposed area of the blade according to the
Compliance Procedure, paragraphs 3 through 7, of R22 Service Letter
SL-56 and R44 Service Letter SL-32, Revision A, dated March 29,
2007.
(b) Before further flight, replace any unairworthy blade with an
airworthy blade.
(c) Thereafter, if the rotor blade has been found airworthy by
the inspections in paragraph (a), before each flight, visually check
for any exposed (bare metal) skin-to-spar bonded area on the lower
surface of each blade within the outboard 24 inches paying
particular attention to the last 10 inches before the tip. An owner/
operator (pilot) holding at least a private pilot certificate may
perform this visual check and must enter compliance into the
aircraft maintenance records in accordance with 14 CFR 43.11 and
91.417(a)(2)(V). If a pilot finds any area of skin bare metal in the
outboard 24 inches of either blade, before further flight, a
qualified mechanic must comply with the requirements of paragraph
(a) of this AD.
(d) 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, Los Angeles Aircraft Certification Office, FAA,
ATTN: (For R22) Eric Schrieber, Aviation Safety Engineer, Aircraft
Certification Office, Airframe Branch, 3960 Paramount Blvd.,
Lakewood, California 90712, telephone (562) 627-5348, fax (562) 627-
5210, or (for R44) Fred Guerin, Aviation Safety Engineer, Airframe
Branch, 3960 Paramount Blvd., Lakewood, California 90712, telephone
(562) 627-5232, fax (562) 627-5210, for information about previously
approved alternative methods of compliance.
(e) Repaint the exposed area of a blade by following Robinson
R22 Service Letter SL-56 and R44 Service Letter SL-32, Revision A,
dated March 29, 2007. The Director of the Federal Register approved
this incorporation by reference in accordance with 5 U.S.C. 552(a)
and 1 CFR part 51. Copies may be obtained from Robinson Helicopter
Company, 2901 Airport Drive. Torrance, CA 90505, telephone (310)
539-0508, fax (310) 539-5198. Copies may be inspected at the FAA,
Office of the Regional Counsel, Southwest Region, 2601 Meacham
Blvd., Room 663, Fort Worth, Texas or at the National Archives and
Records Administration (NARA). For information on the availability
of this material at NARA, call 202-741-6030, or go to: https://
www.archives.gov/federal_register/code_of_federal_regulations/
ibr_locations.html.
(f) This amendment becomes effective on January 18, 2008.
Issued in Fort Worth, Texas, on December 17, 2007.
David A. Downey,
Manager, Rotorcraft Directorate, Aircraft Certification Service.
[FR Doc. E7-25395 Filed 1-2-08; 8:45 am]
BILLING CODE 4910-13-P
