Airworthiness Directives; Sikorsky Aircraft Corporation (Sikorsky) Model S-92A Helicopters, 63563-63565 [E9-28863]

Download as PDF jlentini on DSKJ8SOYB1PROD with RULES Federal Register / Vol. 74, No. 232 / Friday, December 4, 2009 / Rules and Regulations (c) of this special condition, the following apply: (1) The stick force versus g curve must have a positive slope at any speed up to and including VFC/MFC; and (2) At speeds between VFC/MFC and VDF/MDF, the direction of the primary longitudinal control force may not reverse. (c) Except as provided in paragraph (d) and (e) of this special condition, compliance with the provisions of paragraph (a) of this special condition must be demonstrated in flight over the acceleration range as follows: (1) ¥1 g to +2.5 g; or (2) 0 g to 2.0 g, and extrapolating by an acceptable method to ¥1 g and +2.5 g. (d) If the procedure set forth in paragraph (c)(2) of this special condition is used to demonstrate compliance and marginal conditions exist during flight test with regard to reversal of primary longitudinal control force, flight tests must be accomplished from the normal acceleration at which a marginal condition is found to exist to the applicable limit specified in paragraph (b)(1) of this special condition. (e) During flight tests required by paragraph (a) of this special condition, the limit maneuvering load factors, prescribed in §§ 23.333(b) and 23.337, need not be exceeded. Also, the maneuvering load factors associated with probable inadvertent excursions beyond the boundaries of the buffet onset envelopes determined under special condition SC 23.251(e), need not be exceeded. In addition, the entry speeds for flight test demonstrations at normal acceleration values less than 1 g must be limited to the extent necessary to accomplish a recovery without exceeding VDF/MDF. (f) In the out-of-trim condition specified in paragraph (a) of this special condition, it must be possible from an over speed condition at VDF/MDF to produce at least 1.5 g for recovery by applying not more than 125 pounds of longitudinal control force using either the primary longitudinal control alone or the primary longitudinal control and the longitudinal trim system. If the longitudinal trim is used to assist in producing the required load factor, it must be shown at VDF/MDF that the longitudinal trim can be actuated in the airplane nose-up direction with the primary surface loaded to correspond to the least of the following airplane noseup control forces: (1) The maximum control forces expected in service, as specified in §§ 23.301 and 23.397. (2) The control force required to produce 1.5 g. VerDate Nov<24>2008 17:09 Dec 03, 2009 Jkt 220001 (3) The control force corresponding to buffeting or other phenomena of such intensity that is a strong deterrent to further application of primary longitudinal control force. 8. SC 23.1323 Airspeed indicating system. Instead of compliance with § 23.1323(e), the following apply: (e) In addition, the airspeed indicating system must be calibrated to determine the system error during the acceleratetakeoff ground run. The ground run calibration must be determined between 0.8 of the minimum value of V1 to the maximum value of V2, considering the approved ranges of altitude and weight. The ground run calibration must be determined assuming an engine failure at the minimum value of V1. 9. SC 23.1505 Airspeed limitations. Instead of compliance with § 23.1505, the following apply: (a) The maximum operating limit speed (VMO/MMO-airspeed or Mach number, whichever is critical at a particular altitude) is a speed that may not be deliberately exceeded in any regime of flight (climb, cruise, or descent), unless a higher speed is authorized for flight test or pilot training operations. VMO/MMO must be established so that it is not greater than the design cruising speed VC/MC and so that it is sufficiently below VD/MD or VDF/MDF, to make it highly improbable that the latter speeds will be inadvertently exceeded in operations. The speed margin between VMO/MMO and VD/MD or VDF/MDF may not be less than that determined under § 23.335(b) or found necessary in the flight test conducted under special condition § SC 23.253. Issued in Kansas City, Missouri, on November 25, 2009. Margaret Kline, Acting Manager, Small Airplane Directorate, Aircraft Certification Service. [FR Doc. E9–28896 Filed 12–3–09; 8:45 am] BILLING CODE 4910–13–P PO 00000 Frm 00033 Fmt 4700 Sfmt 4700 63563 DEPARTMENT OF TRANSPORTATION Federal Aviation Administration 14 CFR Part 39 [Docket No. FAA–2009–1130; Directorate Identifier 2009–SW–40–AD; Amendment 39– 16130; AD 2009–25–10] RIN 2120–AA64 Airworthiness Directives; Sikorsky Aircraft Corporation (Sikorsky) Model S–92A Helicopters AGENCY: Federal Aviation Administration, DOT. ACTION: Final rule; request for comments. SUMMARY: This amendment adopts a new airworthiness directive (AD) for the Sikorsky Model S–92A helicopters. This action requires a one-time visual inspection of the main gearbox (MGB) lube system filter assembly for oil filter damage. This action also requires if either the primary or secondary oil filter is damaged, replacing both filters, all packings, and the studs before further flight. This AD also requires replacing the oil filter bowl within 30 days after replacing a damaged filter and a daily leak inspection for an oil leak (no oil leaks allowed) during that 30-day interim period. This amendment is prompted by three reports of damaged oil filters or packings resulting from installing the filter assembly with an oversized packing possibly because of incorrect part numbers in the maintenance manual. Based on a previous accident investigation, failure of the oil filter bowl or mounting studs can result in sudden and complete loss of oil from the MGB. The actions specified in this AD are intended to prevent complete loss of oil from the MGB, failure of the MGB, and subsequent loss of control of the helicopter. Effective December 21, 2009. The incorporation by reference of certain publications listed in the regulations is approved by the Director of the Federal Register as of December 21, 2009. Comments for inclusion in the Rules Docket must be received on or before February 2, 2010. ADDRESSES: Use one of the following addresses to submit comments on this AD: • Federal eRulemaking Portal: Go to http://www.regulations.gov. Follow the instructions for submitting comments. • Fax: 202–493–2251. • Mail: U.S. Department of Transportation, Docket Operations, M– DATES: E:\FR\FM\04DER1.SGM 04DER1 jlentini on DSKJ8SOYB1PROD with RULES 63564 Federal Register / Vol. 74, No. 232 / Friday, December 4, 2009 / Rules and Regulations 30, West Building Ground Floor, Room W12–140, 1200 New Jersey Avenue, SE., Washington, DC 20590. • Hand Delivery: U.S. Department of Transportation, Docket Operations, M– 30, West Building Ground Floor, Room W12–140, 1200 New Jersey Avenue, SE., Washington, DC 20590, between 9 a.m. and 5 p.m., Monday through Friday, except Federal holidays. You may get the service information identified in this AD from Sikorsky Aircraft Corporation, Attn: Manager, Commercial Technical Support, mailstop s581a, 6900 Main Street, Stratford, CT, telephone (203) 383–4866, e-mail address tsslibrary@sikorsky.com, or at http://www.sikorsky.com. Examining the Docket: You may examine the docket that contains the AD, any comments, and other information on the Internet at http:// www.regulations.gov, or in person at the Docket Operations office between 9 a.m. and 5 p.m., Monday through Friday, except Federal holidays. The Docket Operations office (telephone (800) 647– 5527) is located in Room W12–140 on the ground floor of the West Building at the street address stated in the ADDRESSES section. Comments will be available in the AD docket shortly after receipt. FOR FURTHER INFORMATION CONTACT: Kirk Gustafson, Aviation Safety Engineer, Boston Aircraft Certification Office, Engine and Propeller Directorate, FAA, 12 New England Executive Park, Burlington, MA 01803, telephone (781) 238–7190, fax (781) 238–7170. SUPPLEMENTARY INFORMATION: This amendment adopts a new AD for the Sikorsky Model S–92A helicopters. This action requires a one-time visual inspection of the MGB lube system filter assembly for oil filter damage. This action also requires if either the primary or secondary oil filter is damaged, replacing both filters, all packings, and the studs before further flight. This action also requires replacing the oil filter bowl within 30 days after replacing a damaged filter and a daily inspection for an oil leak (no oil leaks allowed) during that 30-day interim period. This amendment is prompted by three reports of damaged oil filters or packings resulting from operating with an oversized packing possibly because of incorrect part numbers in the maintenance manual. Sikorsky has issued a temporary revision, T–Rev 63– 19, to the maintenance manual to correct any errors. Installing the filter assembly with an oversized packing (also known as an O-ring) in the oil filter double bypass valve can produce excessive assembly and fatigue loads in VerDate Nov<24>2008 17:09 Dec 03, 2009 Jkt 220001 the oil filter bowl or the mounting studs that secure the oil filter bowl to the MGB. Based on rig testing, these conditions can result in reduced fatigue life in the studs and the oil filter bowl. Based on information from a previous accident investigation, failure of the oil filter bowl or mounting studs can result in sudden and complete loss of oil from the MGB. This condition, if not corrected, could result in complete loss of oil from the MGB, failure of the MGB, and subsequent loss of control of the helicopter. We have reviewed Sikorsky Alert Service Bulletin (ASB) No. 92–63–018, dated July 1, 2009, and No. 92–63–019, dated July 14, 2009. ASB No. 92–63–018 specifies a one-time visual inspection for a damaged oil filter element. ASB No. 92–63–019 specifies replacing the MGB filter bowl on those helicopters that have previously been found to have a damaged MGB oil filter. ASB No. 92– 63–019 also requires a daily visual inspection of the MGB lube system filter assembly for oil leaks (no leaks allowed) until the oil filter bowl is replaced. This unsafe condition is likely to exist or develop on other helicopters of the same type design. Therefore, this AD is being issued to prevent complete loss of oil from the MGB, failure of the MGB, and subsequent loss of control of the helicopter. This AD requires visually inspecting the oil filter for damage and replacing any filter, packings, and mounting studs before further flight if the filter is damaged. The AD also requires replacing the oil filter bowl within 30 days after a damaged filter has been replaced. Do the actions by following specified portions of the service bulletin described previously. The short compliance time involved is required because the previously described critical unsafe condition can adversely affect the controllability or structural integrity of the helicopter. Therefore, a one-time visual inspection of the oil filter within 7 days is required. If the visual inspection finds a damaged filter, replacing the damaged filter, packings, and filter bowl mounting studs before further flight are also required. Also, a one-time replacement of the oil filter bowl is required within 30 days after replacing a damaged oil filter. All of these are very short compliance times. Therefore, 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. PO 00000 Frm 00034 Fmt 4700 Sfmt 4700 We estimate that this AD will affect 44 helicopters. Assuming a one-time inspection shows no damage to 39 of the helicopters, it will take about 1.5 work hours to remove, inspect, and reinstall each oil filter assembly and packing for 39 helicopters. Assuming oil filter damage is discovered in 5 helicopters, the additional required actions will take about: • 1.5 work hours to remove, inspect, and reinstall each filter assembly and packing, and • 3 work hours to replace the mounting studs. Assuming the bowl replacement is deferred on all 5 helicopters for 30 days, it will take about: • 15 work hours for 30 daily (.5 work hour each) inspections for leakage, and • 1 work hour to replace the oil filter bowl. The average labor rate is $80 per work hour. Required parts will cost about $817 for the oil filter assembly, $81 for the filter bowl mounting studs, and $4,568 for the filter bowl per helicopter. Based on these figures, we estimate the total cost impact of the AD on U.S. operators to be $40,210. 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–2009–1130; Directorate Identifier 2009–SW–40–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:// www.regulations.gov, including any personal information you provide. We will also post a report summarizing each substantive verbal contact with FAA personnel concerning this 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 E:\FR\FM\04DER1.SGM 04DER1 Federal Register / Vol. 74, No. 232 / Friday, December 4, 2009 / Rules and Regulations 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 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: jlentini on DSKJ8SOYB1PROD with RULES ■ PART 39—AIRWORTHINESS DIRECTIVES 1. The authority citation for part 39 continues to read as follows: ■ Authority: 49 U.S.C. 106(g), 40113, 44701. VerDate Nov<24>2008 17:09 Dec 03, 2009 Jkt 220001 § 39.13 [Amended] 2. Section 39.13 is amended by adding a new airworthiness directive to read as follows: ■ 2009–25–10 Sikorsky Aircraft Corp.: Amendment 39–16130. Docket No. FAA–2009–1130; Directorate Identifier 2009–SW–40–AD. Applicability: Model S–92A helicopters, serial numbers 920006 through 920109, certificated in any category. Compliance: Required as indicated, unless done previously. To prevent complete loss of oil from the main gearbox (MGB), failure of the MGB, and subsequent loss of control of the helicopter, do the following: (a) Within 7 days, inspect the MGB lube system filter assembly for damage to the primary and secondary oil filters by following the Accomplishment Instructions, paragraphs 3.A.(4) and through 3.A.(6) of Sikorsky Alert Service Bulletin (ASB) No. 92–63–018, dated July 1, 2009 (ASB No. 92– 63–018). For purposes of this AD, ‘‘damage’’ is the presence of those conditions described in paragraphs 3.A.(5) and 3.A.(8) of the Accomplishment Instructions of ASB No. 92– 63–018. (b) If you find damage in the primary oil filter element (part number (P/N) 70351– 38801–102) as follows: ‘‘wavy pleats’’ as depicted in Figure 1, internal buckling or a crack as depicted in Figure 2, or indented dimples as depicted in Figure 3 of ASB No. 92–63–018 or damage in the secondary oil filter element (P/N 70351–38801–103) as follows: ‘‘wavy pleats’’ as depicted in Figure 4 or an elongated cup as depicted in Figure 5 of ASB No. 92–63–018, replace both the primary and secondary filters, packings, and filter bowl mounting studs, service the transmission and perform a functional test before further flight by following the Accomplishment Instructions, paragraphs 3.C.(1) through 3.C.(23), of ASB No. 92–63– 018, except this AD does not require you to return removed studs to HSI nor does it require you to contact the manufacturer. If you find damage in the tapped holes or in the MGB housing lockring counterbore, contact the Boston Aircraft Certification Office for an approved repair. (c) If you find no damage in the primary or secondary oil filter element, before further flight, replace the packings, service the transmission, and perform a functional test by following the Accomplishment Instructions, paragraphs 3.B.(1) through 3.B.(4) of ASB No. 92–63–018. (d) For those helicopters on which the primary or secondary oil filter element and filter bowl mounting studs were replaced as required by paragraph (b) of this AD: (1) Before the first flight of each day until the oil filter bowl, P/N AAC367–16D2A, is replaced, inspect the MGB lube system filter assembly for any oil leak. (2) Before further flight after any oil leak is detected as required by paragraph (d)(1) of this AD or within 30 days, whichever is earlier, replace the oil filter bowl. Note: Sikorsky ASB No. 92–63–019, dated July 1, 2009, pertains to the subject of this AD. PO 00000 Frm 00035 Fmt 4700 Sfmt 4700 63565 (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, Boston Aircraft Certification Office, FAA, ATTN: Kirk Gustafson, Aviation Safety Engineer, Engine and Propeller Directorate, FAA, 12 New England Executive Park, Burlington, MA 01803, telephone (781) 238–7190, fax (781) 238–7170, for information about previously approved alternative methods of compliance. (f) The Joint Aircraft System/Component (JASC) Code is 6300: Main Rotor System. (g) Inspecting and replacing the main gearbox lube system assembly parts shall be done by following the specified portions of Sikorsky Alert Service Bulletin (ASB) No. 92–63–018, dated July 1, 2009. The Director of the Federal Register approved this incorporation by reference under 5 U.S.C. 552(a) and 1 CFR part 51. Copies may be obtained from Sikorsky Aircraft Corporation, Attn: Manager, Commercial Technical Support, mailstop s581a, 6900 Main Street, Stratford, CT, telephone (203) 383–4866, email address tsslibrary@sikorsky.com, or at http://www.sikorsky.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: http:// www.archives.gov/federal_register/ code_of_federal_regulations/ ibr_locations.html. (h) This amendment becomes effective on December 21, 2009. Issued in Fort Worth, Texas, on November 25, 2009. Lance T. Gant, Acting Manager, Rotorcraft Directorate, Aircraft Certification Service. [FR Doc. E9–28863 Filed 12–3–09; 8:45 am] BILLING CODE 4910–13–P DEPARTMENT OF TRANSPORTATION Federal Aviation Administration 14 CFR Part 39 [Docket No. FAA–2009–0778; Directorate Identifier 2009–CE–040–AD; Amendment 39–16119; AD 2009–25–02] RIN 2120–AA64 Airworthiness Directives; Twin Commander Aircraft LLC Models 690, 690A, and 690B Airplanes AGENCY: Federal Aviation Administration (FAA), DOT. ACTION: Final rule. SUMMARY: We are adopting a new airworthiness directive (AD) for certain Twin Commander Aircraft LLC Models 690, 690A, and 690B airplanes. This AD requires you to inspect between the surface of the left-hand (LH) and right- E:\FR\FM\04DER1.SGM 04DER1

Agencies

[Federal Register Volume 74, Number 232 (Friday, December 4, 2009)]
[Rules and Regulations]
[Pages 63563-63565]
From the Federal Register Online via the Government Printing Office [www.gpo.gov]
[FR Doc No: E9-28863]


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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. FAA-2009-1130; Directorate Identifier 2009-SW-40-AD; 
Amendment 39-16130; AD 2009-25-10]
RIN 2120-AA64


Airworthiness Directives; Sikorsky Aircraft Corporation 
(Sikorsky) Model S-92A Helicopters

AGENCY: Federal Aviation Administration, DOT.

ACTION: Final rule; request for comments.

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

SUMMARY: This amendment adopts a new airworthiness directive (AD) for 
the Sikorsky Model S-92A helicopters. This action requires a one-time 
visual inspection of the main gearbox (MGB) lube system filter assembly 
for oil filter damage. This action also requires if either the primary 
or secondary oil filter is damaged, replacing both filters, all 
packings, and the studs before further flight. This AD also requires 
replacing the oil filter bowl within 30 days after replacing a damaged 
filter and a daily leak inspection for an oil leak (no oil leaks 
allowed) during that 30-day interim period. This amendment is prompted 
by three reports of damaged oil filters or packings resulting from 
installing the filter assembly with an oversized packing possibly 
because of incorrect part numbers in the maintenance manual. Based on a 
previous accident investigation, failure of the oil filter bowl or 
mounting studs can result in sudden and complete loss of oil from the 
MGB. The actions specified in this AD are intended to prevent complete 
loss of oil from the MGB, failure of the MGB, and subsequent loss of 
control of the helicopter.

DATES: Effective December 21, 2009.
    The incorporation by reference of certain publications listed in 
the regulations is approved by the Director of the Federal Register as 
of December 21, 2009.
    Comments for inclusion in the Rules Docket must be received on or 
before February 2, 2010.

ADDRESSES: Use one of the following addresses to submit comments on 
this AD:
     Federal eRulemaking Portal: Go to http://www.regulations.gov. Follow the instructions for submitting comments.
     Fax: 202-493-2251.
     Mail: U.S. Department of Transportation, Docket 
Operations, M-

[[Page 63564]]

30, West Building Ground Floor, Room W12-140, 1200 New Jersey Avenue, 
SE., Washington, DC 20590.
     Hand Delivery: U.S. Department of Transportation, Docket 
Operations, M-30, West Building Ground Floor, Room W12-140, 1200 New 
Jersey Avenue, SE., Washington, DC 20590, between 9 a.m. and 5 p.m., 
Monday through Friday, except Federal holidays.
    You may get the service information identified in this AD from 
Sikorsky Aircraft Corporation, Attn: Manager, Commercial Technical 
Support, mailstop s581a, 6900 Main Street, Stratford, CT, telephone 
(203) 383-4866, e-mail address tsslibrary@sikorsky.com, or at http://www.sikorsky.com.
    Examining the Docket: You may examine the docket that contains the 
AD, any comments, and other information on the Internet at http://www.regulations.gov, or in person at the Docket Operations office 
between 9 a.m. and 5 p.m., Monday through Friday, except Federal 
holidays. The Docket Operations office (telephone (800) 647-5527) is 
located in Room W12-140 on the ground floor of the West Building at the 
street address stated in the ADDRESSES section. Comments will be 
available in the AD docket shortly after receipt.

FOR FURTHER INFORMATION CONTACT: Kirk Gustafson, Aviation Safety 
Engineer, Boston Aircraft Certification Office, Engine and Propeller 
Directorate, FAA, 12 New England Executive Park, Burlington, MA 01803, 
telephone (781) 238-7190, fax (781) 238-7170.

SUPPLEMENTARY INFORMATION: This amendment adopts a new AD for the 
Sikorsky Model S-92A helicopters. This action requires a one-time 
visual inspection of the MGB lube system filter assembly for oil filter 
damage. This action also requires if either the primary or secondary 
oil filter is damaged, replacing both filters, all packings, and the 
studs before further flight. This action also requires replacing the 
oil filter bowl within 30 days after replacing a damaged filter and a 
daily inspection for an oil leak (no oil leaks allowed) during that 30-
day interim period. This amendment is prompted by three reports of 
damaged oil filters or packings resulting from operating with an 
oversized packing possibly because of incorrect part numbers in the 
maintenance manual. Sikorsky has issued a temporary revision, T-Rev 63-
19, to the maintenance manual to correct any errors. Installing the 
filter assembly with an oversized packing (also known as an O-ring) in 
the oil filter double bypass valve can produce excessive assembly and 
fatigue loads in the oil filter bowl or the mounting studs that secure 
the oil filter bowl to the MGB. Based on rig testing, these conditions 
can result in reduced fatigue life in the studs and the oil filter 
bowl. Based on information from a previous accident investigation, 
failure of the oil filter bowl or mounting studs can result in sudden 
and complete loss of oil from the MGB. This condition, if not 
corrected, could result in complete loss of oil from the MGB, failure 
of the MGB, and subsequent loss of control of the helicopter.
    We have reviewed Sikorsky Alert Service Bulletin (ASB) No. 92-63-
018, dated July 1, 2009, and No. 92-63-019, dated July 14, 2009. ASB 
No. 92-63-018 specifies a one-time visual inspection for a damaged oil 
filter element. ASB No. 92-63-019 specifies replacing the MGB filter 
bowl on those helicopters that have previously been found to have a 
damaged MGB oil filter. ASB No. 92-63-019 also requires a daily visual 
inspection of the MGB lube system filter assembly for oil leaks (no 
leaks allowed) until the oil filter bowl is replaced.
    This unsafe condition is likely to exist or develop on other 
helicopters of the same type design. Therefore, this AD is being issued 
to prevent complete loss of oil from the MGB, failure of the MGB, and 
subsequent loss of control of the helicopter. This AD requires visually 
inspecting the oil filter for damage and replacing any filter, 
packings, and mounting studs before further flight if the filter is 
damaged. The AD also requires replacing the oil filter bowl within 30 
days after a damaged filter has been replaced. Do the actions by 
following specified portions of the service bulletin described 
previously.
    The short compliance time involved is required because the 
previously described critical unsafe condition can adversely affect the 
controllability or structural integrity of the helicopter. Therefore, a 
one-time visual inspection of the oil filter within 7 days is required. 
If the visual inspection finds a damaged filter, replacing the damaged 
filter, packings, and filter bowl mounting studs before further flight 
are also required. Also, a one-time replacement of the oil filter bowl 
is required within 30 days after replacing a damaged oil filter. All of 
these are very short compliance times. Therefore, 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 44 helicopters. Assuming a 
one-time inspection shows no damage to 39 of the helicopters, it will 
take about 1.5 work hours to remove, inspect, and reinstall each oil 
filter assembly and packing for 39 helicopters. Assuming oil filter 
damage is discovered in 5 helicopters, the additional required actions 
will take about:
     1.5 work hours to remove, inspect, and reinstall each 
filter assembly and packing, and
     3 work hours to replace the mounting studs.

Assuming the bowl replacement is deferred on all 5 helicopters for 30 
days, it will take about:

     15 work hours for 30 daily (.5 work hour each) inspections 
for leakage, and
     1 work hour to replace the oil filter bowl.

The average labor rate is $80 per work hour. Required parts will cost 
about $817 for the oil filter assembly, $81 for the filter bowl 
mounting studs, and $4,568 for the filter bowl per helicopter. Based on 
these figures, we estimate the total cost impact of the AD on U.S. 
operators to be $40,210.

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-2009-1130; Directorate 
Identifier 2009-SW-40-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://www.regulations.gov, including any personal information you provide. We 
will also post a report summarizing each substantive verbal contact 
with FAA personnel concerning this 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

[[Page 63565]]

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 adding a new airworthiness directive to 
read as follows:

2009-25-10 Sikorsky Aircraft Corp.: Amendment 39-16130. Docket No. 
FAA-2009-1130; Directorate Identifier 2009-SW-40-AD.

    Applicability: Model S-92A helicopters, serial numbers 920006 
through 920109, certificated in any category.
    Compliance: Required as indicated, unless done previously.
    To prevent complete loss of oil from the main gearbox (MGB), 
failure of the MGB, and subsequent loss of control of the 
helicopter, do the following:
    (a) Within 7 days, inspect the MGB lube system filter assembly 
for damage to the primary and secondary oil filters by following the 
Accomplishment Instructions, paragraphs 3.A.(4) and through 3.A.(6) 
of Sikorsky Alert Service Bulletin (ASB) No. 92-63-018, dated July 
1, 2009 (ASB No. 92-63-018). For purposes of this AD, ``damage'' is 
the presence of those conditions described in paragraphs 3.A.(5) and 
3.A.(8) of the Accomplishment Instructions of ASB No. 92-63-018.
    (b) If you find damage in the primary oil filter element (part 
number (P/N) 70351-38801-102) as follows: ``wavy pleats'' as 
depicted in Figure 1, internal buckling or a crack as depicted in 
Figure 2, or indented dimples as depicted in Figure 3 of ASB No. 92-
63-018 or damage in the secondary oil filter element (P/N 70351-
38801-103) as follows: ``wavy pleats'' as depicted in Figure 4 or an 
elongated cup as depicted in Figure 5 of ASB No. 92-63-018, replace 
both the primary and secondary filters, packings, and filter bowl 
mounting studs, service the transmission and perform a functional 
test before further flight by following the Accomplishment 
Instructions, paragraphs 3.C.(1) through 3.C.(23), of ASB No. 92-63-
018, except this AD does not require you to return removed studs to 
HSI nor does it require you to contact the manufacturer. If you find 
damage in the tapped holes or in the MGB housing lockring 
counterbore, contact the Boston Aircraft Certification Office for an 
approved repair.
    (c) If you find no damage in the primary or secondary oil filter 
element, before further flight, replace the packings, service the 
transmission, and perform a functional test by following the 
Accomplishment Instructions, paragraphs 3.B.(1) through 3.B.(4) of 
ASB No. 92-63-018.
    (d) For those helicopters on which the primary or secondary oil 
filter element and filter bowl mounting studs were replaced as 
required by paragraph (b) of this AD:
    (1) Before the first flight of each day until the oil filter 
bowl, P/N AAC367-16D2A, is replaced, inspect the MGB lube system 
filter assembly for any oil leak.
    (2) Before further flight after any oil leak is detected as 
required by paragraph (d)(1) of this AD or within 30 days, whichever 
is earlier, replace the oil filter bowl.

    Note:  Sikorsky ASB No. 92-63-019, dated July 1, 2009, pertains 
to the subject of this AD.

    (e) To request a different method of compliance or a different 
compliance time for this AD, follow the procedures in 14 CFR 39.19. 
Contact the Manager, Boston Aircraft Certification Office, FAA, 
ATTN: Kirk Gustafson, Aviation Safety Engineer, Engine and Propeller 
Directorate, FAA, 12 New England Executive Park, Burlington, MA 
01803, telephone (781) 238-7190, fax (781) 238-7170, for information 
about previously approved alternative methods of compliance.
    (f) The Joint Aircraft System/Component (JASC) Code is 6300: 
Main Rotor System.
    (g) Inspecting and replacing the main gearbox lube system 
assembly parts shall be done by following the specified portions of 
Sikorsky Alert Service Bulletin (ASB) No. 92-63-018, dated July 1, 
2009. The Director of the Federal Register approved this 
incorporation by reference under 5 U.S.C. 552(a) and 1 CFR part 51. 
Copies may be obtained from Sikorsky Aircraft Corporation, Attn: 
Manager, Commercial Technical Support, mailstop s581a, 6900 Main 
Street, Stratford, CT, telephone (203) 383-4866, e-mail address 
tsslibrary@sikorsky.com, or at http://www.sikorsky.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: http://www.archives.gov/federal_register/code_of_federal_regulations/ibr_locations.html.
    (h) This amendment becomes effective on December 21, 2009.

    Issued in Fort Worth, Texas, on November 25, 2009.
Lance T. Gant,
Acting Manager, Rotorcraft Directorate, Aircraft Certification Service.
[FR Doc. E9-28863 Filed 12-3-09; 8:45 am]
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