Airworthiness Directives; Eurocopter France Model AS355E, F, F1, F2, and N Helicopters, 71530-71532 [E8-27610]
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71530
Federal Register / Vol. 73, No. 228 / Tuesday, November 25, 2008 / Rules and Regulations
that an attempted takeoff with the gust locks
installed could be the cause of a recent
accident in Hyannis, Massachusetts.
Actions and Compliance
(f) Unless already done, within 6 calendar
months after December 30, 2008 (the effective
date of this AD), do the following actions
using Boeing Canada de Havilland Division
Service Bulletin No. 6/508, Revision ‘‘A,’’
dated January 31, 1990:
(1) Incorporate de Havilland Modification
6/1676, which assures downward deflection
of the elevators when the control locks are
engaged.
(2) Incorporate de Havilland Modification
6/1726, which adds to the control lock a
warning flag that covers up essential flight
instruments on the pilot’s instrument panel.
FAA AD Differences
Note: This AD differs from the MCAI and/
or service information as follows: No
differences.
Other FAA AD Provisions
(g) The following provisions also apply to
this AD:
(1) Alternative Methods of Compliance
(AMOCs): The Manager, Standards Office,
FAA, has the authority to approve AMOCs
for this AD, if requested using the procedures
found in 14 CFR 39.19. Send information to
ATTN: Fabio Buttitta, Aerospace Engineer,
FAA, New York Aircraft Certification Office,
1600 Stewart Avenue, Suite 410, Westbury,
New York 11590; telephone: (516) 228–7303;
fax: (516) 794–5531. Before using any
approved AMOC on any airplane to which
the AMOC applies, notify your appropriate
principal inspector (PI) in the FAA Flight
Standards District Office (FSDO), or lacking
a PI, your local FSDO.
(2) Airworthy Product: For any requirement
in this AD to obtain corrective actions from
a manufacturer or other source, use these
actions if they are FAA-approved. Corrective
actions are considered FAA-approved if they
are approved by the State of Design Authority
(or their delegated agent). You are required
to assure the product is airworthy before it
is returned to service.
(3) Reporting Requirements: For any
reporting requirement in this AD, under the
provisions of the Paperwork Reduction Act
(44 U.S.C. 3501 et seq.), the Office of
Management and Budget (OMB) has
approved the information collection
requirements and has assigned OMB Control
Number 2120–0056.
erowe on PROD1PC63 with RULES
Related Information
(h) Refer to MCAI Transport Canada AD
No. CF–90–01, dated January 31, 1990; and
Boeing Canada de Havilland Division Service
Bulletin No. 6/508, Revision ‘‘A,’’ dated
January 31, 1990, for related information.
Material Incorporated by Reference
(i) You must use Boeing Canada de
Havilland Division Service Bulletin No.
6/508, Revision ‘‘A,’’ dated January 31, 1990,
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
VerDate Aug<31>2005
14:39 Nov 24, 2008
Jkt 217001
this service information under 5 U.S.C.
552(a) and 1 CFR part 51.
(2) For service information identified in
this AD, contact Viking Air Ltd., 9564
Hampden Rd., Sidney, British Columbia,
Canada V8L 5V5; telephone: 800–663–8444
or 250–656–7227; fax: 250–656–0673; E-mail:
info@vikingair.com; Web: https://
www.vikingair.com.
(3) You may review copies at the FAA,
Central Region, Office of the Regional
Counsel, 901 Locust, Room 506, Kansas City,
Missouri 64106; 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/
cfr/ibr-locations.html.
Issued in Kansas City, Missouri on
November 10, 2008.
James E. Jackson,
Acting Manager, Small Airplane Directorate,
Aircraft Certification Service.
[FR Doc. E8–27299 Filed 11–24–08; 8:45 am]
BILLING CODE 4910–13–P
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA–2007–28691; Directorate
Identifier 2006–SW–22–AD; Amendment 39–
15744; AD 2008–24–04]
RIN 2120–AA64
Airworthiness Directives; Eurocopter
France Model AS355E, F, F1, F2, and
N Helicopters
Federal Aviation
Administration, DOT.
ACTION: Final rule.
AGENCY:
SUMMARY: This amendment supersedes
an existing airworthiness directive (AD)
for the specified Eurocopter France
(Eurocopter) model helicopters. That
AD currently requires certain checks of
the magnetic chip detector plug (chip
detector) and the main gearbox (MGB)
oil-sight glass, certain inspections of the
lubrication pump (pump), and replacing
the MGB and the pump with an
airworthy MGB and pump, if necessary.
Also, the AD requires that before a
pump or MGB with any hours time-inservice (TIS) can be installed, it must
meet the AD requirements. This AD
adds all serial-numbered pumps to the
applicability and requires using an
improved procedure for detecting oil
pump wear. This amendment is
prompted by additional cases of MGB
lubrication pump deterioration and a
further investigation that determined
that all serial-numbered pumps might
be affected and the development of an
improved procedure that is more
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accurate for detecting oil pump wear
earlier. The actions specified by this AD
are intended to implement improved
procedures to detect a failing MGB oil
pump, prevent failure of the MGB
pump, seizure of the MGB, loss of drive
to an engine and main rotor, and
subsequent loss of control of the
helicopter.
Effective December 30, 2008.
The incorporation by reference of
certain publications listed in the
regulations is approved by the Director
of the Federal Register as of December
30, 2008.
ADDRESSES: You may get the service
information identified in this AD from
American Eurocopter Corporation, 2701
Forum Drive, Grand Prairie, TX 75053–
4005, telephone (972) 641–3460, fax
(972) 641–3527, or at https://
www.eurocopter.com.
Examining the Docket: You may
examine the docket that contains this
AD, any comments, and other
information on the Internet at https://
www.regulations.gov, or at the Docket
Operations office, West Building
Ground Floor, Room W12–140, 1200
New Jersey Avenue, SE., Washington,
DC.
DATES:
Ed
Cuevas, Aviation Safety Engineer, FAA,
Rotorcraft Directorate, Safety
Management Group, Fort Worth, Texas
76193–0111, telephone (817) 222–5355,
fax (817) 222–5961.
SUPPLEMENTARY INFORMATION: A
proposal to amend 14 CFR part 39 by
superseding AD 2003–21–09 R1, Docket
No. 2003–SW–10–AD, Amendment 39–
14621 (71 FR 31070, June 1, 2006), for
the specified Eurocopter model
helicopters was published in the
Federal Register on July 13, 2007 (72 FR
38529). That notice of proposed
rulemaking (NPRM) proposed retaining
the requirements in AD 2003–21–09 R1
and adding certain part-numbered
pumps to the applicability. After we
issued the NPRM, the manufacturer
developed an improved procedure for
monitoring the condition of the MGB
lubrication pump. Also, a commenter to
the NPRM agreed that the improved
procedure is a better way to detect MGB
oil pump problems because ‘‘sludge on
the chip plug can come from sources
within the MGB oil system.’’ We agreed
with the commenter that the improved
procedure is a better way to detect MGB
oil pump problems because this process
reflects the progressive inefficiency as
the oil pump wears as it relates to
steady oil temperature and variable
outside air temperature (OAT) and
issued a supplemental notice of
FOR FURTHER INFORMATION CONTACT:
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Federal Register / Vol. 73, No. 228 / Tuesday, November 25, 2008 / Rules and Regulations
proposed rulemaking (SNPRM) on June
19, 2008 (73 FR 36821, June 30, 2008).
In addition to the proposals from the
NPRM, the SNPRM proposed
implementing the improved procedure
for monitoring the condition of the MGB
lubrication pump. No additional
comments were received on the SNPRM
or the FAA’s determination of the cost
to the public, and we have determined
that air safety and the public interest
require the adoption of the rule as
proposed in the SNPRM.
The European Aviation Safety Agency
(EASA), the Technical Agent for the
Member States of the European
Community, notified the FAA that an
unsafe condition may exist on the
specified Eurocopter model helicopters.
EASA advises that Eurocopter has
developed an improved procedure for
monitoring the condition of the MGB
lubrication pump.
Eurocopter has issued Alert Service
Bulletin No. 05.00.51, dated July 9, 2007
(ASB), specifying the improved
procedure. EASA has issued EASA
Emergency AD No. 2007–0209E, dated
August 6, 2007, in response to the ASB.
These helicopter models are
manufactured in France 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 the applicable
bilateral agreement, EASA has kept the
FAA informed of the situation described
above. The FAA has examined the
findings of EASA, 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.
We estimate that this AD will affect
80 helicopters of U.S. registry, and the
actions will take about:
• 15 minutes to perform the
procedures to check the condition of the
MGB oil and chip detector plug,
• 4 work hours to remove the MGB
and pump,
• 1 work hour to inspect the pump
under the 10-hour, 25-hour, and 110hour time-in-service (TIS) procedures,
• 4 work hours to install a serviceable
MGB and pump at an average labor rate
of $80 per work hour, and
• $4,000 for an overhauled pump and
up to $60,000 for an overhauled MGB
per helicopter.
Based on these figures, we estimate
the total cost impact of the AD on U.S.
operators to be $107,040 per year,
assuming (a) One overhauled MGB and
pump is replaced on one helicopter per
year, (b) all 80 helicopters operate for 10
days undergoing 10 daily checks and 2
10-hour TIS inspections, and (c) each of
the 80 helicopters operate for 260 hours
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14:39 Nov 24, 2008
Jkt 217001
per year with 20 helicopters receiving
the repetitive 25-hour TIS inspection or
10.4 inspections per helicopter per year
(260/25) for a total of 208 inspections
(20 * 10.4) and 60 helicopters receiving
the repetitive 110-hour TIS inspection
or 2.36 inspections per helicopter per
year (260/110) for a total of 142
inspections (60 * 2.36).
Regulatory Findings
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.
Frm 00011
Fmt 4700
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:
■
PART 39—AIRWORTHINESS
DIRECTIVES
1. The authority citation for part 39
continues to read as follows:
■
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 AD docket to examine
the economic evaluation.
PO 00000
71531
Sfmt 4700
Authority: 49 U.S.C. 106(g), 40113, 44701.
§ 39.13
[Amended]
2. Section 39.13 is amended by
removing Amendment 39–14621 (71 FR
31070, June 1, 2006), and by adding a
new airworthiness directive (AD),
Amendment 39–15744, to read as
follows:
■
2008–24–04 Eurocopter France:
Amendment 39–15744. Docket No.
FAA–2007–28691; Directorate Identifier
2006–SW–22–AD. Supersedes AD 2003–
21–09 R1, Amendment 39–14621, Docket
No. 2003–SW–10–AD.
Applicability: Model AS355E, F, F1, F2,
and N helicopters, with a main gear box
(MGB) lubrication pump (pump), part
number (P/N) 355A32–0700–01, 355A32–
0700–02, or 355A32–0701–00, any serial
number (S/N), certificated in any category.
Compliance: Required as indicated.
To detect sludge on the chip detector and
dark oil in the MGB, to prevent failure of the
MGB pump, seizure of the MGB, loss of drive
to an engine and main rotor, and subsequent
loss of control of the helicopter, do the
following:
(a) Before the first flight of each day and
at intervals not to exceed 10 hours time-inservice (TIS), check the MGB magnetic chip
detector plug (chip detector) for any sludge.
Also, check for dark oil in the MGB oil-sight
glass. 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). ‘‘Sludge’’ is a deposit on the
chip detector that is typically dark in color
and in the form of a film or paste, as
compared to metal chips or particles
normally found on a chip detector. Sludge
may have both metallic or nonmetallic
properties, may consist of copper (pinion
bearing), magnesium (pump case), and steel
(pinion) from the oil pump, and a
nonmetallic substance from the chemical
breakdown of the oil as it interacts with the
metal.
(b) Before further flight, if any sludge is
found on the chip detector, remove, open,
and inspect the pump.
(c) Before further flight, if the oil appears
dark in color when it is observed through the
MGB oil-sight glass, take an oil sample. If the
oil taken in the sample is dark or dark
purple, before further flight, remove, open,
and inspect the pump.
Note 1: Eurocopter France Alert Service
Bulletin No. 05.00.40, Revision 1, dated
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Federal Register / Vol. 73, No. 228 / Tuesday, November 25, 2008 / Rules and Regulations
January 5, 2006, and Emergency ASB No.
05.00.40, Revision 2, dated December 20,
2006, pertain to the subject of this AD.
(d) Within 25 hours TIS, unless
accomplished previously, after operating
both engines at normal operating revolutions
per minute (RPM) for at least 20 minutes to
ensure the MGB oil temperature has
stabilized, inspect the oil pump for wear by
following the Accomplishment Instructions,
paragraph 2.B.2., steps 1. through 6., of
Eurocopter Alert Service Bulletin No.
05.00.51, dated July 9, 2007 (ASB). This AD
does not require you to send the information
to the manufacturer.
(1) Record the outside air temperature
(OAT) and rotor speed (NR RPM) and plot
the point at which they intersect using the
graph in Figure 1 or 2 of the ASB.
(2) If the point on the graph at the
intersection of the recorded OAT and the NR
RPM falls within:
(i) Zone 3—Before further flight, replace
the MGB and pump with an airworthy MGB
and pump.
(ii) Zone 2—At intervals not to exceed 25
hours TIS, repeat the inspection procedures
by following the Accomplishment
Instructions, paragraph 2.B.2, steps 1 through
6, of the ASB. After being classified in ‘‘Zone
2,’’ you must obtain two successive
inspections separated by at least 24 hours TIS
that fall within Zone 1 before you can begin
to inspect at intervals not to exceed 110
hours TIS by following paragraph (d)(2)(iii)
of this AD for Zone 1.
Note 2: In addition to a worn oil pump, the
loss of oil pressure could also be due to a
clogged oil filter or cooler, a pinched hose,
or an inaccurate pressure switch.
(iii) Zone 1—At intervals not to exceed 110
hours TIS, repeat the inspection procedures
by following the Accomplishment
Instructions, paragraph 2.B.2., steps 1
through 6, of the ASB.
(3) Compliance with paragraphs (d)(1) and
(d)(2) of this AD constitutes terminating
action for the checks and inspections
required by paragraphs (a), (b), and (c) of this
AD.
(e) To request a different method of
compliance or a different compliance time
for this AD, follow the procedures in 14 CFR
39.19. Contact the Manager, Safety
Management Group, FAA, ATTN: Ed Cuevas,
Aviation Safety Engineer, Rotorcraft
Directorate, Fort Worth, Texas 76193–0111,
telephone (817) 222–5355, fax (817) 222–
5961.
(f) Do the oil pump inspections by
following the specified portions of
Eurocopter Alert Service Bulletin No.
05.00.51, dated July 9, 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 American
Eurocopter Corporation, 2701 Forum Drive,
Grand Prairie, TX 75053–4005, telephone
(972) 641–3460, fax (972) 641–3527, or at
https://www.eurocopter.com. 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
VerDate Aug<31>2005
14:39 Nov 24, 2008
Jkt 217001
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.
(g) This amendment becomes effective on
December 30, 2008.
Note 3: The subject of this AD is addressed
in European Aviation Safety Agency (EASA),
which is the Technical Agent for the Member
States of the European Community,
Emergency AD No. 2006–0378–E, dated
December 21, 2006, and AD No. 2007–0209E,
dated August 6, 2007.
Issued in Fort Worth, Texas on November
7, 2008.
Mark R. Schilling,
Acting Manager, Rotorcraft Directorate,
Aircraft Certification Service.
[FR Doc. E8–27610 Filed 11–24–08; 8:45 am]
BILLING CODE 4910–13–P
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA–2008–0911; Directorate
Identifier 2008–NM–115–AD; Amendment
39–15739; AD 2008–23–18]
RIN 2120–AA64
Airworthiness Directives; Bombardier
Model CL–600–2C10 (Regional Jet
Series 700, 701 & 702), CL–600–2D15
(Regional Jet Series 705), and CL–600–
2D24 (Regional Jet Series 900)
Airplanes
Federal Aviation
Administration (FAA), Department of
Transportation (DOT).
ACTION: Final rule.
AGENCY:
We are adopting a new
airworthiness directive (AD) for the
products listed above. This AD results
from mandatory continuing
airworthiness information (MCAI)
originated 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:
SUMMARY:
There have been several incidents of
shorting and sparks due to de-icing fluid
ingress into the cockpit of CL–600–2C10 and
CL–600–2D24 aircraft. De-icing fluid can
enter between the windshields and side
windows, leading to possible damage to the
electrical components and wires as it comes
into contact with cockpit floodlight electrical
connections.
De-icing fluid in contact with cockpit
floodlight electrical connections can
result in possible arcing and fire. We are
issuing this AD to require actions to
correct the unsafe condition on these
products.
PO 00000
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Fmt 4700
Sfmt 4700
This AD becomes effective
December 30, 2008.
The Director of the Federal Register
approved the incorporation by reference
of a certain publication listed in this AD
as of December 30, 2008.
ADDRESSES: You may examine the AD
docket on the Internet at https://
www.regulations.gov or in person at the
U.S. Department of Transportation,
Docket Operations, M–30, West
Building Ground Floor, Room W12–140,
1200 New Jersey Avenue, SE.,
Washington, DC.
FOR FURTHER INFORMATION CONTACT:
Wing Chan, Aerospace Engineer,
Systems and Flight Test Branch, ANE–
172, FAA, New York Aircraft
Certification Office, 1600 Stewart
Avenue, Suite 410, Westbury, New York
11590; telephone (516) 228–7311; fax
(516) 794–5531.
SUPPLEMENTARY INFORMATION:
DATES:
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 26, 2008 (73 FR
50254). That NPRM proposed to correct
an unsafe condition for the specified
products. The MCAI states:
There have been several incidents of
shorting and sparks due to de-icing fluid
ingress into the cockpit of CL–600–2C10 and
CL–600–2D24 aircraft. De-icing fluid can
enter between the windshields and side
windows, leading to possible damage to the
electrical components and wires as it comes
into contact with cockpit floodlight electrical
connections.
De-icing fluid in contact with cockpit
floodlight electrical connections can
result in possible arcing and fire. The
actions to address the unsafe condition
include performing a leak test, applying
sealant between the windshields and
side windows, and doing related
investigative and corrective actions. The
related investigative action is
performing a leak test after applying
sealant. The related corrective action is
contacting Bombardier for repair
instructions and doing the repair. You
may obtain further information by
examining the MCAI in the AD docket.
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.
Conclusion
We reviewed the available data and
determined that air safety and the
E:\FR\FM\25NOR1.SGM
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]]>Agencies
[Federal Register Volume 73, Number 228 (Tuesday, November 25, 2008)]
[Rules and Regulations]
[Pages 71530-71532]
From the Federal Register Online via the Government Printing Office [www.gpo.gov]
[FR Doc No: E8-27610]
-----------------------------------------------------------------------
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA-2007-28691; Directorate Identifier 2006-SW-22-AD;
Amendment 39-15744; AD 2008-24-04]
RIN 2120-AA64
Airworthiness Directives; Eurocopter France Model AS355E, F, F1,
F2, and N Helicopters
AGENCY: Federal Aviation Administration, DOT.
ACTION: Final rule.
-----------------------------------------------------------------------
SUMMARY: This amendment supersedes an existing airworthiness directive
(AD) for the specified Eurocopter France (Eurocopter) model
helicopters. That AD currently requires certain checks of the magnetic
chip detector plug (chip detector) and the main gearbox (MGB) oil-sight
glass, certain inspections of the lubrication pump (pump), and
replacing the MGB and the pump with an airworthy MGB and pump, if
necessary. Also, the AD requires that before a pump or MGB with any
hours time-in-service (TIS) can be installed, it must meet the AD
requirements. This AD adds all serial-numbered pumps to the
applicability and requires using an improved procedure for detecting
oil pump wear. This amendment is prompted by additional cases of MGB
lubrication pump deterioration and a further investigation that
determined that all serial-numbered pumps might be affected and the
development of an improved procedure that is more accurate for
detecting oil pump wear earlier. The actions specified by this AD are
intended to implement improved procedures to detect a failing MGB oil
pump, prevent failure of the MGB pump, seizure of the MGB, loss of
drive to an engine and main rotor, and subsequent loss of control of
the helicopter.
DATES: Effective December 30, 2008.
The incorporation by reference of certain publications listed in
the regulations is approved by the Director of the Federal Register as
of December 30, 2008.
ADDRESSES: You may get the service information identified in this AD
from American Eurocopter Corporation, 2701 Forum Drive, Grand Prairie,
TX 75053-4005, telephone (972) 641-3460, fax (972) 641-3527, or at
https://www.eurocopter.com.
Examining the Docket: You may examine the docket that contains this
AD, any comments, and other information on the Internet at https://
www.regulations.gov, or at the Docket Operations office, West Building
Ground Floor, Room W12-140, 1200 New Jersey Avenue, SE., Washington,
DC.
FOR FURTHER INFORMATION CONTACT: Ed Cuevas, Aviation Safety Engineer,
FAA, Rotorcraft Directorate, Safety Management Group, Fort Worth, Texas
76193-0111, telephone (817) 222-5355, fax (817) 222-5961.
SUPPLEMENTARY INFORMATION: A proposal to amend 14 CFR part 39 by
superseding AD 2003-21-09 R1, Docket No. 2003-SW-10-AD, Amendment 39-
14621 (71 FR 31070, June 1, 2006), for the specified Eurocopter model
helicopters was published in the Federal Register on July 13, 2007 (72
FR 38529). That notice of proposed rulemaking (NPRM) proposed retaining
the requirements in AD 2003-21-09 R1 and adding certain part-numbered
pumps to the applicability. After we issued the NPRM, the manufacturer
developed an improved procedure for monitoring the condition of the MGB
lubrication pump. Also, a commenter to the NPRM agreed that the
improved procedure is a better way to detect MGB oil pump problems
because ``sludge on the chip plug can come from sources within the MGB
oil system.'' We agreed with the commenter that the improved procedure
is a better way to detect MGB oil pump problems because this process
reflects the progressive inefficiency as the oil pump wears as it
relates to steady oil temperature and variable outside air temperature
(OAT) and issued a supplemental notice of
[[Page 71531]]
proposed rulemaking (SNPRM) on June 19, 2008 (73 FR 36821, June 30,
2008). In addition to the proposals from the NPRM, the SNPRM proposed
implementing the improved procedure for monitoring the condition of the
MGB lubrication pump. No additional comments were received on the SNPRM
or the FAA's determination of the cost to the public, and we have
determined that air safety and the public interest require the adoption
of the rule as proposed in the SNPRM.
The European Aviation Safety Agency (EASA), the Technical Agent for
the Member States of the European Community, notified the FAA that an
unsafe condition may exist on the specified Eurocopter model
helicopters. EASA advises that Eurocopter has developed an improved
procedure for monitoring the condition of the MGB lubrication pump.
Eurocopter has issued Alert Service Bulletin No. 05.00.51, dated
July 9, 2007 (ASB), specifying the improved procedure. EASA has issued
EASA Emergency AD No. 2007-0209E, dated August 6, 2007, in response to
the ASB. These helicopter models are manufactured in France 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 the applicable bilateral agreement, EASA has kept the FAA
informed of the situation described above. The FAA has examined the
findings of EASA, 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.
We estimate that this AD will affect 80 helicopters of U.S.
registry, and the actions will take about:
15 minutes to perform the procedures to check the
condition of the MGB oil and chip detector plug,
4 work hours to remove the MGB and pump,
1 work hour to inspect the pump under the 10-hour, 25-
hour, and 110-hour time-in-service (TIS) procedures,
4 work hours to install a serviceable MGB and pump at an
average labor rate of $80 per work hour, and
$4,000 for an overhauled pump and up to $60,000 for an
overhauled MGB per helicopter.
Based on these figures, we estimate the total cost impact of the AD
on U.S. operators to be $107,040 per year, assuming (a) One overhauled
MGB and pump is replaced on one helicopter per year, (b) all 80
helicopters operate for 10 days undergoing 10 daily checks and 2 10-
hour TIS inspections, and (c) each of the 80 helicopters operate for
260 hours per year with 20 helicopters receiving the repetitive 25-hour
TIS inspection or 10.4 inspections per helicopter per year (260/25) for
a total of 208 inspections (20 * 10.4) and 60 helicopters receiving the
repetitive 110-hour TIS inspection or 2.36 inspections per helicopter
per year (260/110) for a total of 142 inspections (60 * 2.36).
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 AD docket 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 removing Amendment 39-14621 (71 FR
31070, June 1, 2006), and by adding a new airworthiness directive (AD),
Amendment 39-15744, to read as follows:
2008-24-04 Eurocopter France: Amendment 39-15744. Docket No. FAA-
2007-28691; Directorate Identifier 2006-SW-22-AD. Supersedes AD
2003-21-09 R1, Amendment 39-14621, Docket No. 2003-SW-10-AD.
Applicability: Model AS355E, F, F1, F2, and N helicopters, with
a main gear box (MGB) lubrication pump (pump), part number (P/N)
355A32-0700-01, 355A32-0700-02, or 355A32-0701-00, any serial number
(S/N), certificated in any category.
Compliance: Required as indicated.
To detect sludge on the chip detector and dark oil in the MGB,
to prevent failure of the MGB pump, seizure of the MGB, loss of
drive to an engine and main rotor, and subsequent loss of control of
the helicopter, do the following:
(a) Before the first flight of each day and at intervals not to
exceed 10 hours time-in-service (TIS), check the MGB magnetic chip
detector plug (chip detector) for any sludge. Also, check for dark
oil in the MGB oil-sight glass. 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). ``Sludge'' is a
deposit on the chip detector that is typically dark in color and in
the form of a film or paste, as compared to metal chips or particles
normally found on a chip detector. Sludge may have both metallic or
nonmetallic properties, may consist of copper (pinion bearing),
magnesium (pump case), and steel (pinion) from the oil pump, and a
nonmetallic substance from the chemical breakdown of the oil as it
interacts with the metal.
(b) Before further flight, if any sludge is found on the chip
detector, remove, open, and inspect the pump.
(c) Before further flight, if the oil appears dark in color when
it is observed through the MGB oil-sight glass, take an oil sample.
If the oil taken in the sample is dark or dark purple, before
further flight, remove, open, and inspect the pump.
Note 1: Eurocopter France Alert Service Bulletin No. 05.00.40,
Revision 1, dated
[[Page 71532]]
January 5, 2006, and Emergency ASB No. 05.00.40, Revision 2, dated
December 20, 2006, pertain to the subject of this AD.
(d) Within 25 hours TIS, unless accomplished previously, after
operating both engines at normal operating revolutions per minute
(RPM) for at least 20 minutes to ensure the MGB oil temperature has
stabilized, inspect the oil pump for wear by following the
Accomplishment Instructions, paragraph 2.B.2., steps 1. through 6.,
of Eurocopter Alert Service Bulletin No. 05.00.51, dated July 9,
2007 (ASB). This AD does not require you to send the information to
the manufacturer.
(1) Record the outside air temperature (OAT) and rotor speed (NR
RPM) and plot the point at which they intersect using the graph in
Figure 1 or 2 of the ASB.
(2) If the point on the graph at the intersection of the
recorded OAT and the NR RPM falls within:
(i) Zone 3--Before further flight, replace the MGB and pump with
an airworthy MGB and pump.
(ii) Zone 2--At intervals not to exceed 25 hours TIS, repeat the
inspection procedures by following the Accomplishment Instructions,
paragraph 2.B.2, steps 1 through 6, of the ASB. After being
classified in ``Zone 2,'' you must obtain two successive inspections
separated by at least 24 hours TIS that fall within Zone 1 before
you can begin to inspect at intervals not to exceed 110 hours TIS by
following paragraph (d)(2)(iii) of this AD for Zone 1.
Note 2: In addition to a worn oil pump, the loss of oil pressure
could also be due to a clogged oil filter or cooler, a pinched hose,
or an inaccurate pressure switch.
(iii) Zone 1--At intervals not to exceed 110 hours TIS, repeat
the inspection procedures by following the Accomplishment
Instructions, paragraph 2.B.2., steps 1 through 6, of the ASB.
(3) Compliance with paragraphs (d)(1) and (d)(2) of this AD
constitutes terminating action for the checks and inspections
required by paragraphs (a), (b), and (c) of this AD.
(e) To request a different method of compliance or a different
compliance time for this AD, follow the procedures in 14 CFR 39.19.
Contact the Manager, Safety Management Group, FAA, ATTN: Ed Cuevas,
Aviation Safety Engineer, Rotorcraft Directorate, Fort Worth, Texas
76193-0111, telephone (817) 222-5355, fax (817) 222-5961.
(f) Do the oil pump inspections by following the specified
portions of Eurocopter Alert Service Bulletin No. 05.00.51, dated
July 9, 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 American Eurocopter
Corporation, 2701 Forum Drive, Grand Prairie, TX 75053-4005,
telephone (972) 641-3460, fax (972) 641-3527, or at https://
www.eurocopter.com. 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.
(g) This amendment becomes effective on December 30, 2008.
Note 3: The subject of this AD is addressed in European Aviation
Safety Agency (EASA), which is the Technical Agent for the Member
States of the European Community, Emergency AD No. 2006-0378-E,
dated December 21, 2006, and AD No. 2007-0209E, dated August 6,
2007.
Issued in Fort Worth, Texas on November 7, 2008.
Mark R. Schilling,
Acting Manager, Rotorcraft Directorate, Aircraft Certification Service.
[FR Doc. E8-27610 Filed 11-24-08; 8:45 am]
BILLING CODE 4910-13-P
