Airworthiness Directives; Eurocopter France Model EC225LP Helicopters, 65679-65682 [E9-29425]
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65679
Rules and Regulations
Federal Register
Vol. 74, No. 237
Friday, December 11, 2009
This section of the FEDERAL REGISTER
contains regulatory documents having general
applicability and legal effect, most of which
are keyed to and codified in the Code of
Federal Regulations, which is published under
50 titles pursuant to 44 U.S.C. 1510.
The Code of Federal Regulations is sold by
the Superintendent of Documents. Prices of
new books are listed in the first FEDERAL
REGISTER issue of each week.
NUCLEAR REGULATORY
COMMISSION
10 CFR Part 72
[NRC–2009–0349]
RIN 3150–AI71
List of Approved Spent Fuel Storage
Casks: HI–STORM 100 Revision 7,
Confirmation of Effective Date
AGENCY: Nuclear Regulatory
Commission.
ACTION: Direct final rule; confirmation of
effective date.
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SUMMARY: The Nuclear Regulatory
Commission (NRC) is confirming the
effective date of December 28, 2009, for
the direct final rule that was published
in the Federal Register on October 13,
2009. The direct final rule amended the
NRC’s spent fuel storage regulations in
10 CFR 72.214 to revise the HI–STORM
100 dry cask storage system listing to
include Amendment No. 7 to Certificate
of Compliance (CoC) Number 1014.
DATES: Effective Date: The effective date
of December 28, 2009, is confirmed for
the direct final rule published October
13, 2009 (74 FR 52387).
ADDRESSES: Documents related to this
rulemaking, including any comments
received, may be examined at the NRC
Public Document Room, Room O–1F23,
11555 Rockville Pike, Rockville, MD
20852.
FOR FURTHER INFORMATION CONTACT:
Neelam Bhalla, Office of Federal and
State Materials and Environmental
Management Programs, U.S. Nuclear
Regulatory Commission, Washington,
DC 20555–0001, telephone (301) 415–
6843, e-mail Neelam.Bhalla@nrc.gov.
SUPPLEMENTARY INFORMATION: On
October 13, 2009 (74 FR 52387), the
NRC published a direct final rule
amending its regulations at 10 CFR
72.214 to include Amendment No. 7 to
VerDate Nov<24>2008
15:09 Dec 10, 2009
Jkt 220001
CoC Number 1014. Amendment No. 7
modifies the CoC to add the HI–STORM
100U system to the HI–STORM 100 cask
systems. The HI–STORM 100U system
allows for the underground storage of
dry spent nuclear fuel (SNF) by utilizing
an underground vertical ventilated
module (VVM) that can accept certain
Holtec multipurpose canisters
previously certified for storage of SNF
in the aboveground HI–STORM system.
The amendment also incorporates a
mandatory radiation protection
perimeter around the loaded VVMs. In
addition, the amendment will reinstate
the decay heat limits for damaged fuel
and fuel debris in Appendix B,
Technical Specification (TS) 2.4, for the
aboveground system that had been
inadvertently deleted from Amendment
Nos. 5 and 6; incorporate separate TS
Appendices A and B for the HI–STORM
aboveground system, and TS
Appendices A–100U and B–100U, for
the HI–STORM 100U underground
system; revise Appendix B, TS 3.4.5, to
be consistent with the required system
thermal boundary conditions, as
submitted in the applicant’s safety
analysis report for a fire accident
condition, and with Holtec’s original
(i.e., initial certificate application or
Amendment 0) submittal and the NRC’s
original safety evaluation report; revise
and add certain definitions in Appendix
A, TS 1.1, to include the VVM; and
incorporate minor editorial corrections
in the TS for the aboveground system.
In the direct final rule, NRC stated that
if no significant adverse comments were
received, the direct final rule would
become final on December 28, 2009. The
NRC did not receive any comments on
the direct final rule. Therefore, this rule
will become effective as scheduled.
Dated at Rockville, Maryland, this 7th day
of December 2009.
For the Nuclear Regulatory Commission.
Cindy Bladey,
Acting Branch Chief, Rulemaking and
Directives Branch, Division of Administrative
Services, Office of Administration.
[FR Doc. E9–29554 Filed 12–10–09; 8:45 am]
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DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA–2009–1089; Directorate
Identifier 2009–SW–16–AD; Amendment 39–
16101; AD 2009–09–51]
RIN 2120–AA64
Airworthiness Directives; Eurocopter
France Model EC225LP Helicopters
AGENCY: Federal Aviation
Administration, DOT.
ACTION: Final rule; request for
comments.
SUMMARY: This document publishes in
the Federal Register an amendment
adopting Airworthiness Directive (AD)
2009–09–51, which was sent previously
to all known U.S. owners and operators
of Eurocopter France (Eurocopter)
Model EC225LP helicopters by
individual letters. This AD requires,
before further flight, determining if the
‘‘CHIP’’ detector light on the instrument
panel (Vehicle Monitoring System
Screen) previously illuminated. If the
‘‘CHIP’’ detector light did illuminate
and it illuminated because of a metal
particle on the magnetic plug of the
epicyclic reduction gear module
(module) of the main gearbox (MGB), or
if you cannot determine from the
maintenance records which chip
detector caused the ‘‘CHIP’’ detector
light to illuminate or whether the
detector light stayed illuminated after
the ‘‘CHIP’’ detector switch was turned
to the ‘‘CHIP PULSE’’ setting, replacing
the module with an airworthy module is
required before further flight. Also
required before further flight is
inspecting the MGB module magnetic
chip detector electrical circuit and
determining whether the system is
functioning properly, including whether
the ‘‘CHIP’’ detector light annunciates
on the instrument panel (Vehicle
Monitoring System Screen). Finally, this
AD requires replacing the module with
an airworthy module if the ‘‘CHIP’’
detector light illuminates, stays
illuminated after the ‘‘CHIP’’ detector
switch is turned to the ‘‘CHIP PULSE’’
setting, and you determine that a metal
particle on the module magnetic plug
caused that illumination. This
amendment is prompted by a mandatory
continuing airworthiness information
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Federal Register / Vol. 74, No. 237 / Friday, December 11, 2009 / Rules and Regulations
(MCAI) AD issued by the European
Aviation Safety Agency (EASA), which
is the Technical Agent for the Member
States of the European Community.
EASA notified us of an accident that
occurred April 1, 2009 on a Eurocopter
Model AS332L2 helicopter and EASA
advises that the ‘‘cause of the accident
seems to be connected with degradation
of the epicyclic module of the MGB, the
root cause of which is still to be
determined.’’ The actions specified by
this AD are intended to prevent failure
of the MGB and subsequent loss of
control of the helicopter.
DATES: Effective December 28, 2009, to
all persons except those persons to
whom it was made immediately
effective by Emergency AD 2009–09–51,
issued on April 17, 2009, which
contained the requirements of this
amendment.
Comments for inclusion in the Rules
Docket must be received on or before
February 9, 2010.
ADDRESSES: Use one of the following
addresses to submit comments on this
AD:
• Federal eRulemaking Portal: Go to
https://www.regulations.gov. Follow the
instructions for submitting comments.
• Fax: 202–493–2251.
• 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: 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 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 the
AD, any comments, and other
information on the Internet at https://
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: Gary
Roach, Aviation Safety Engineer, FAA,
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Rotorcraft Directorate, Regulations and
Policy Group, Fort Worth, Texas 76137–
0111, telephone (817) 222–5130, fax
(817) 222–5961.
SUPPLEMENTARY INFORMATION: On April
17, 2009, we issued Emergency AD
2009–09–51 for the Eurocopter Model
EC225LP helicopters, which requires,
before further flight, determining if the
‘‘CHIP’’ detector light on the instrument
panel (Vehicle Monitoring System
Screen) previously illuminated. If the
‘‘CHIP’’ detector light did illuminate
and it illuminated because of a metal
particle on the magnetic plug of the
MGB module, or if you cannot
determine from the maintenance records
which chip detector caused the ‘‘CHIP’’
detector light to illuminate or whether
the detector light stayed illuminated
after the ‘‘CHIP’’ detector switch was
turned to the ‘‘CHIP PULSE’’ setting,
replacing the module with an airworthy
module is required before further flight.
The Emergency AD also requires
inspecting the MGB module magnetic
chip detector electrical circuit and
determining whether the system is
functioning properly, including whether
the ‘‘CHIP’’ detector light annunciates
on the instrument panel (Vehicle
Monitoring System Screen). Finally, the
Emergency AD requires replacing the
module with an airworthy module if the
‘‘CHIP’’ detector light illuminates, stays
illuminated after the ‘‘CHIP’’ detector
switch is turned to the ‘‘CHIP PULSE’’
setting, and you determine that a metal
particle on the module magnetic plug
caused that illumination. That action
was prompted when EASA, which is the
Technical Agent for the Member States
of the European Community, notified us
of an accident that occurred April 1,
2009 on a Eurocopter Model AS332L2
helicopter. Although the cause of the
accident is still under investigation,
EASA advises that the ‘‘cause of the
accident seems to be connected with
degradation of the epicyclic module of
the MGB, the root cause of which is still
to be determined.’’ EASA further
advises that ‘‘In the light of this
information, the detection of any
contamination of the MGB is of utmost
importance as a precautionary
measure.’’ EASA issued Emergency AD
No. 2009–0087–E, dated April 11, 2009,
to correct an unsafe condition for the
Eurocopter Model AS332L2 and
EC225LP helicopters.
EASA Emergency AD No. 2009–0087–
E applies to both the Model AS332L2
helicopters and the Model EC225LP
helicopters because both helicopter
models use a similar module. However,
our AD 2009–09–51 applies only to the
Model EC225LP helicopters because
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there are currently no Model AS332L2
helicopters on the U.S. registry. Also,
AD 2009–09–51 differs from the EASA
AD in that the EASA AD specifies that
the module be disassembled, inspected,
and then reinstalled when particles are
detected on the magnetic plug of the
module, allowing flight operations until
another particle is detected. Our AD
requires the following before further
flight:
• Determining if, within the last 200
hours time-in-service (TIS), the ‘‘CHIP’’
detector light illuminated because of a
metal particle on the magnetic plug of
the module, part number 332A32–5021–
01M, and if so, whether the ‘‘CHIP’’
detector light stayed illuminated after
the chip detector switch was turned to
the ‘‘CHIP PULSE’’ setting to activate
the ‘‘fuzz burn-off’’ feature. If the
‘‘CHIP’’ detector light illuminated
because of a metal particle on the
magnetic plug of the module, and the
‘‘CHIP’’ detector light stayed
illuminated after the chip detector
switch was turned to the ‘‘CHIP PULSE’’
setting, or if you cannot determine from
the maintenance records which chip
detector caused the ‘‘CHIP’’ detector
light to illuminate or whether the
detector light stayed illuminated after
the ‘‘CHIP’’ detector switch was turned
to the ‘‘CHIP PULSE’’ setting, replacing
the module with an airworthy module is
required before further flight.
• Inspecting the MGB module
magnetic chip detector electrical circuit
and determining whether the system is
functioning properly, including whether
the ‘‘CHIP’’ detector light annunciates
on the instrument panel (Vehicle
Monitoring System Screen). Thereafter,
the AD requires replacing the module
with an airworthy module if the ‘‘CHIP’’
detector light illuminates, stays
illuminated after the ‘‘CHIP’’ detector
switch is turned to the ‘‘CHIP PULSE’’
setting, and you determine that a metal
particle on the module magnetic plug
(rather than the main reduction gear
(lower MGB), the flared housing (mast
assembly), the intermediate gearbox
(IGB), or the tail rotor gearbox (TGB))
caused the ‘‘CHIP’’ detector light to
illuminate.
Eurocopter has issued Emergency
Alert Service Bulletin No. 05A017
(ASB). The ASB is dated April 10, 2009
and describes procedures for inspecting
both the magnetic plug on the MGB
epicyclic reduction gear module and the
chip collector, and instructions to
replace the epicyclic reduction gear
module if necessary. EASA classified
this service bulletin as mandatory and
issued EASA AD No. 2009–0087–E,
dated April 11, 2009 to ensure the
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continued airworthiness of these
helicopters in France.
This helicopter model is approved by
the aviation authority of France, and is
approved for operation in the United
States. Pursuant to our bilateral
agreement with France, EASA has
notified us of the unsafe condition
described in the MCAI AD. We are
issuing this AD because we evaluated
all information provided by EASA and
determined the unsafe condition exists
and is likely to exist or develop on other
Eurocopter Model EC225LP helicopters
of the same type design.
Since the unsafe condition described
is likely to exist or develop on other
Eurocopter Model EC225LP helicopters
of the same type design, the FAA issued
Emergency AD 2009–09–51 to prevent
failure of the MGB and subsequent loss
of control of the helicopter. The AD
requires the actions described
previously. The short compliance time
involved is required because the
previously described critical unsafe
condition can adversely affect the
controllability of the helicopter.
Therefore, this AD must be issued
immediately.
Since it was found that immediate
corrective action was required, notice
and opportunity for prior public
comment thereon were impracticable
and contrary to the public interest, and
good cause existed to make the AD
effective immediately by individual
letters issued on April 17, 2009 to all
known U.S. owners and operators of
Eurocopter Model EC225LP helicopters.
These conditions still exist, and the AD
is hereby published in the Federal
Register as an amendment to 14 CFR
39.13 to make it effective to all persons.
This AD is an interim action. We
anticipate additional rulemaking once
the cause of the accident is determined
and the manufacturer develops a
terminating action.
We estimate that this AD will affect 2
helicopters of U.S. registry. It will take
approximately 10 minutes to inspect the
module without removal and 10 work
hours to remove and replace the
module, if necessary. The average labor
rate is $80 per work hour. Required
parts will cost approximately $512,318
per helicopter. Based on these figures,
we estimate the total cost impact of the
AD on U.S. operators to be $513,145,
assuming that the module on each
helicopter is inspected once and one of
the modules is replaced.
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;
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15:09 Dec 10, 2009
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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–2009–1089;
Directorate Identifier 2009–SW–16–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://
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
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,
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65681
‘‘General requirements.’’ Under that
section, Congress charges the FAA with
promoting safe flight of civil aircraft in
air commerce by prescribing regulations
for practices, methods, and procedures
the Administrator finds necessary for
safety in air commerce. This regulation
is within the scope of that authority
because it addresses an unsafe condition
that is likely to exist or develop on
products identified in this rulemaking
action.
List of Subjects in 14 CFR Part 39
Air transportation, Aircraft, Aviation
safety, Safety.
Adoption of the Amendment
Accordingly, pursuant to the authority
delegated to me by the Administrator,
the Federal Aviation Administration
amends part 39 of the Federal Aviation
Regulations (14 CFR part 39) as follows:
■
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.
§ 39.13
[Amended]
2. Section 39.13 is amended by adding
a new airworthiness directive to read as
follows:
■
2009–09–51 Eurocopter France:
Amendment 39–16101. Docket No.
FAA–2009–1089; Directorate Identifier
2009–SW–16–AD.
Applicability: Model EC225LP helicopters
with an epicyclic reduction gear module
(module), part number 332A32–5021–01M,
installed, certificated in any category.
Compliance: Required as indicated, unless
accomplished previously.
To prevent failure of the main gearbox
(MGB) and subsequent loss of control of the
helicopter, accomplish the following:
(a) Before further flight:
(1) Determine from the maintenance
records whether, within the last 200 hours
time-in-service (TIS), the ‘‘CHIP’’ detector
light illuminated because of a metal particle
on the magnetic plug of the module, and if
so, whether the ‘‘CHIP’’ detector light stayed
illuminated after the chip detector switch
was turned to the ‘‘CHIP PULSE’’ setting to
activate the ‘‘fuzz burn-off’’ feature. If those
records indicate that the ‘‘CHIP’’ detector
light illuminated because of a metal particle
on the magnetic plug of the module, and the
‘‘CHIP’’ detector light stayed illuminated
after the chip detector switch was turned to
the ‘‘CHIP PULSE’’ setting, replace the
module with an airworthy module before
further flight. If you cannot determine from
the maintenance records which chip detector
caused the ‘‘CHIP’’ detector light to
illuminate or whether the detector light
stayed illuminated after the ‘‘CHIP’’ detector
switch was turned to the ‘‘CHIP PULSE’’
setting, replace the module with an airworthy
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module before further flight. A module with
a magnetic plug that attracted a metal particle
which activated the ‘‘CHIP’’ detector light
within the last 200 hours TIS and was not
extinguished when the ‘‘CHIP PULSE’’ was
activated is unairworthy.
(2) Inspect the MGB module magnetic chip
detector electrical circuit and determine
whether the system is functioning properly,
including whether the ‘‘CHIP’’ detector light
annunciates on the instrument panel (Vehicle
Monitoring System Screen).
(b) Thereafter, if the ‘‘CHIP’’ detector light
illuminates, stays illuminated after the
‘‘CHIP’’ detector switch is turned to the
‘‘CHIP PULSE’’ setting, and you determine
that a metal particle on the module magnetic
plug (rather than the main reduction gear
(lower MGB), the flared housing (mast
assembly), the intermediate gearbox (IGB), or
the tail rotor gearbox (TGB)) caused the
‘‘CHIP’’ detector light to illuminate, replace
the module with an airworthy module.
(c) To request a different method of
compliance or a different compliance time
for this AD, follow the procedures in 14 CFR
39.19. Contact the Manager, Safety
Management Group, FAA, ATTN: Gary
Roach, Aviation Safety Engineer, FAA,
Rotorcraft Directorate, Regulations and Policy
Group, Fort Worth, Texas 76137–0111,
telephone (817) 222–5130, fax (817) 222–
5961, for information about previously
approved alternative methods of compliance.
(d) Special flight permits will not be
issued.
(e) Copies of the applicable service
information 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.
(f) This amendment becomes effective on
December 28, 2009, to all persons except
those persons to whom it was made
immediately effective by Emergency AD
2009–09–51, issued April 17, 2009, which
contained the requirements of this
amendment.
Note: The subject of this AD is addressed
in European Aviation Safety Agency (EASA)
AD No. 2009–0087–E, dated April 11, 2009.
Issued in Fort Worth, Texas, on October 23,
2009.
Mark R. Schilling,
Acting Manager, Rotorcraft Directorate,
Aircraft Certification Service.
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DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA–2009–1118; Directorate
Identifier 2008–SW–60–AD; Amendment 39–
16126; AD 2009–25–07]
RIN 2120–AA64
Airworthiness Directives; Eurocopter
France Model EC120B Helicopters
AGENCY: Federal Aviation
Administration (FAA), Department of
Transportation (DOT).
ACTION: Final rule; request for
comments.
SUMMARY: We are adopting a new
airworthiness directive (AD) for the
Eurocopter France (ECF) Model EC120B
helicopters. This AD results from a
mandatory continuing airworthiness
information (MCAI) AD issued by the
European Aviation Safety Agency
(EASA), which is the Technical Agent
for the Member States of the European
Community. The MCAI AD states that
operators have reported that latching
push buttons on the Emergency
Floatation Gear Lighting and Ancillary
Control Unit (LACU) used to arm the
emergency floatation gear are unreliable,
and the ‘FLOAT ARM’ pushbutton does
not latch in the depressed (LACU
armed) position. These actions are
intended to prohibit flight over water if
a functional test indicates that the
emergency floatation gear cannot be
armed, which would preclude
deployment of the floats in an
emergency water ditching that could
result in helicopter damage and a
fatality.
DATES: This AD becomes effective on
December 28, 2009.
We must receive comments on this
AD by February 9, 2010.
ADDRESSES: You may send comments by
any of the following methods:
• Federal eRulemaking Portal: Go to
https://www.regulations.gov. Follow the
instructions for submitting your
comments electronically.
• Fax: (202) 493–2251.
• 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: 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.
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You may get the service information
identified in this AD from American
Eurocopter Corporation, 2701 Forum
Drive, Grand Prairie, TX 75053–4005,
telephone (800) 232–0323, fax (972)
641–3710, or at https://
www.eurocopter.com.
Examining the Docket: You may
examine the AD docket on the Internet
at https://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 AD docket contains this AD, the
economic evaluation, any comments
received, and other information. The
street address for the Docket Operations
office (telephone (800) 647–5527) is
stated in the ADDRESSES section of this
AD. Comments will be available in the
AD docket shortly after receipt.
FOR FURTHER INFORMATION CONTACT:
DOT/FAA Southwest Region, J. R.
Holton, Jr., ASW–112, Aviation Safety
Engineer, Rotorcraft Directorate, Safety
Management Group, 2601 Meacham
Blvd., Fort Worth, Texas 76137,
telephone (817) 222–4964, fax (817)
222–5961.
SUPPLEMENTARY INFORMATION:
Discussion
EASA, which is the Technical Agent
for the Member States of the European
Community, has issued EASA AD No.
2008–0177–E, dated September 19,
2008, to correct an unsafe condition for
the ECF Model EC120B helicopters.
The MCAI AD states that operators
have reported unreliability of the
latching push buttons on the Emergency
Floatation LACU including the ‘FLOAT
ARM’ pushbutton used to arm the
emergency floatation gear and failure of
the light to illuminate properly.
Investigations have revealed the
anomaly may be due to the bonding of
these pushbuttons. Design
improvements for the pushbuttons are
currently in progress. The MCAI AD
states that a repetitive in-flight
functional check of the ‘FLOAT ARM’
pushbutton before flying over water is
necessary. If the pushbutton fails to
latch in the depressed position, the
MCAI AD prohibits further flight over
water until the ‘FLOAT ARM’
pushbutton is replaced with an
airworthy unit. These actions are
intended to prohibit flight over water if
a functional test indicates that the
emergency floatation gear cannot be
armed, which would preclude
deployment of the floats in an
emergency water ditching that could
result in helicopter damage and a
fatality.
You may obtain further information
by examining the MCAI AD and any
E:\FR\FM\11DER1.SGM
11DER1
Agencies
[Federal Register Volume 74, Number 237 (Friday, December 11, 2009)]
[Rules and Regulations]
[Pages 65679-65682]
From the Federal Register Online via the Government Printing Office [www.gpo.gov]
[FR Doc No: E9-29425]
=======================================================================
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DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA-2009-1089; Directorate Identifier 2009-SW-16-AD;
Amendment 39-16101; AD 2009-09-51]
RIN 2120-AA64
Airworthiness Directives; Eurocopter France Model EC225LP
Helicopters
AGENCY: Federal Aviation Administration, DOT.
ACTION: Final rule; request for comments.
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SUMMARY: This document publishes in the Federal Register an amendment
adopting Airworthiness Directive (AD) 2009-09-51, which was sent
previously to all known U.S. owners and operators of Eurocopter France
(Eurocopter) Model EC225LP helicopters by individual letters. This AD
requires, before further flight, determining if the ``CHIP'' detector
light on the instrument panel (Vehicle Monitoring System Screen)
previously illuminated. If the ``CHIP'' detector light did illuminate
and it illuminated because of a metal particle on the magnetic plug of
the epicyclic reduction gear module (module) of the main gearbox (MGB),
or if you cannot determine from the maintenance records which chip
detector caused the ``CHIP'' detector light to illuminate or whether
the detector light stayed illuminated after the ``CHIP'' detector
switch was turned to the ``CHIP PULSE'' setting, replacing the module
with an airworthy module is required before further flight. Also
required before further flight is inspecting the MGB module magnetic
chip detector electrical circuit and determining whether the system is
functioning properly, including whether the ``CHIP'' detector light
annunciates on the instrument panel (Vehicle Monitoring System Screen).
Finally, this AD requires replacing the module with an airworthy module
if the ``CHIP'' detector light illuminates, stays illuminated after the
``CHIP'' detector switch is turned to the ``CHIP PULSE'' setting, and
you determine that a metal particle on the module magnetic plug caused
that illumination. This amendment is prompted by a mandatory continuing
airworthiness information
[[Page 65680]]
(MCAI) AD issued by the European Aviation Safety Agency (EASA), which
is the Technical Agent for the Member States of the European Community.
EASA notified us of an accident that occurred April 1, 2009 on a
Eurocopter Model AS332L2 helicopter and EASA advises that the ``cause
of the accident seems to be connected with degradation of the epicyclic
module of the MGB, the root cause of which is still to be determined.''
The actions specified by this AD are intended to prevent failure of the
MGB and subsequent loss of control of the helicopter.
DATES: Effective December 28, 2009, to all persons except those persons
to whom it was made immediately effective by Emergency AD 2009-09-51,
issued on April 17, 2009, which contained the requirements of this
amendment.
Comments for inclusion in the Rules Docket must be received on or
before February 9, 2010.
ADDRESSES: Use one of the following addresses to submit comments on
this AD:
Federal eRulemaking Portal: Go to https://www.regulations.gov. Follow the instructions for submitting comments.
Fax: 202-493-2251.
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: 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
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 the
AD, any comments, and other information on the Internet at https://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: Gary Roach, Aviation Safety Engineer,
FAA, Rotorcraft Directorate, Regulations and Policy Group, Fort Worth,
Texas 76137-0111, telephone (817) 222-5130, fax (817) 222-5961.
SUPPLEMENTARY INFORMATION: On April 17, 2009, we issued Emergency AD
2009-09-51 for the Eurocopter Model EC225LP helicopters, which
requires, before further flight, determining if the ``CHIP'' detector
light on the instrument panel (Vehicle Monitoring System Screen)
previously illuminated. If the ``CHIP'' detector light did illuminate
and it illuminated because of a metal particle on the magnetic plug of
the MGB module, or if you cannot determine from the maintenance records
which chip detector caused the ``CHIP'' detector light to illuminate or
whether the detector light stayed illuminated after the ``CHIP''
detector switch was turned to the ``CHIP PULSE'' setting, replacing the
module with an airworthy module is required before further flight. The
Emergency AD also requires inspecting the MGB module magnetic chip
detector electrical circuit and determining whether the system is
functioning properly, including whether the ``CHIP'' detector light
annunciates on the instrument panel (Vehicle Monitoring System Screen).
Finally, the Emergency AD requires replacing the module with an
airworthy module if the ``CHIP'' detector light illuminates, stays
illuminated after the ``CHIP'' detector switch is turned to the ``CHIP
PULSE'' setting, and you determine that a metal particle on the module
magnetic plug caused that illumination. That action was prompted when
EASA, which is the Technical Agent for the Member States of the
European Community, notified us of an accident that occurred April 1,
2009 on a Eurocopter Model AS332L2 helicopter. Although the cause of
the accident is still under investigation, EASA advises that the
``cause of the accident seems to be connected with degradation of the
epicyclic module of the MGB, the root cause of which is still to be
determined.'' EASA further advises that ``In the light of this
information, the detection of any contamination of the MGB is of utmost
importance as a precautionary measure.'' EASA issued Emergency AD No.
2009-0087-E, dated April 11, 2009, to correct an unsafe condition for
the Eurocopter Model AS332L2 and EC225LP helicopters.
EASA Emergency AD No. 2009-0087-E applies to both the Model AS332L2
helicopters and the Model EC225LP helicopters because both helicopter
models use a similar module. However, our AD 2009-09-51 applies only to
the Model EC225LP helicopters because there are currently no Model
AS332L2 helicopters on the U.S. registry. Also, AD 2009-09-51 differs
from the EASA AD in that the EASA AD specifies that the module be
disassembled, inspected, and then reinstalled when particles are
detected on the magnetic plug of the module, allowing flight operations
until another particle is detected. Our AD requires the following
before further flight:
Determining if, within the last 200 hours time-in-service
(TIS), the ``CHIP'' detector light illuminated because of a metal
particle on the magnetic plug of the module, part number 332A32-5021-
01M, and if so, whether the ``CHIP'' detector light stayed illuminated
after the chip detector switch was turned to the ``CHIP PULSE'' setting
to activate the ``fuzz burn-off'' feature. If the ``CHIP'' detector
light illuminated because of a metal particle on the magnetic plug of
the module, and the ``CHIP'' detector light stayed illuminated after
the chip detector switch was turned to the ``CHIP PULSE'' setting, or
if you cannot determine from the maintenance records which chip
detector caused the ``CHIP'' detector light to illuminate or whether
the detector light stayed illuminated after the ``CHIP'' detector
switch was turned to the ``CHIP PULSE'' setting, replacing the module
with an airworthy module is required before further flight.
Inspecting the MGB module magnetic chip detector
electrical circuit and determining whether the system is functioning
properly, including whether the ``CHIP'' detector light annunciates on
the instrument panel (Vehicle Monitoring System Screen). Thereafter,
the AD requires replacing the module with an airworthy module if the
``CHIP'' detector light illuminates, stays illuminated after the
``CHIP'' detector switch is turned to the ``CHIP PULSE'' setting, and
you determine that a metal particle on the module magnetic plug (rather
than the main reduction gear (lower MGB), the flared housing (mast
assembly), the intermediate gearbox (IGB), or the tail rotor gearbox
(TGB)) caused the ``CHIP'' detector light to illuminate.
Eurocopter has issued Emergency Alert Service Bulletin No. 05A017
(ASB). The ASB is dated April 10, 2009 and describes procedures for
inspecting both the magnetic plug on the MGB epicyclic reduction gear
module and the chip collector, and instructions to replace the
epicyclic reduction gear module if necessary. EASA classified this
service bulletin as mandatory and issued EASA AD No. 2009-0087-E, dated
April 11, 2009 to ensure the
[[Page 65681]]
continued airworthiness of these helicopters in France.
This helicopter model is approved by the aviation authority of
France, and is approved for operation in the United States. Pursuant to
our bilateral agreement with France, EASA has notified us of the unsafe
condition described in the MCAI AD. We are issuing this AD because we
evaluated all information provided by EASA and determined the unsafe
condition exists and is likely to exist or develop on other Eurocopter
Model EC225LP helicopters of the same type design.
Since the unsafe condition described is likely to exist or develop
on other Eurocopter Model EC225LP helicopters of the same type design,
the FAA issued Emergency AD 2009-09-51 to prevent failure of the MGB
and subsequent loss of control of the helicopter. The AD requires the
actions described previously. The short compliance time involved is
required because the previously described critical unsafe condition can
adversely affect the controllability of the helicopter. Therefore, this
AD must be issued immediately.
Since it was found that immediate corrective action was required,
notice and opportunity for prior public comment thereon were
impracticable and contrary to the public interest, and good cause
existed to make the AD effective immediately by individual letters
issued on April 17, 2009 to all known U.S. owners and operators of
Eurocopter Model EC225LP helicopters. These conditions still exist, and
the AD is hereby published in the Federal Register as an amendment to
14 CFR 39.13 to make it effective to all persons.
This AD is an interim action. We anticipate additional rulemaking
once the cause of the accident is determined and the manufacturer
develops a terminating action.
We estimate that this AD will affect 2 helicopters of U.S.
registry. It will take approximately 10 minutes to inspect the module
without removal and 10 work hours to remove and replace the module, if
necessary. The average labor rate is $80 per work hour. Required parts
will cost approximately $512,318 per helicopter. Based on these
figures, we estimate the total cost impact of the AD on U.S. operators
to be $513,145, assuming that the module on each helicopter is
inspected once and one of the modules is replaced.
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-2009-1089; Directorate
Identifier 2009-SW-16-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://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 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, 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:
2009-09-51 Eurocopter France: Amendment 39-16101. Docket No. FAA-
2009-1089; Directorate Identifier 2009-SW-16-AD.
Applicability: Model EC225LP helicopters with an epicyclic
reduction gear module (module), part number 332A32-5021-01M,
installed, certificated in any category.
Compliance: Required as indicated, unless accomplished
previously.
To prevent failure of the main gearbox (MGB) and subsequent loss
of control of the helicopter, accomplish the following:
(a) Before further flight:
(1) Determine from the maintenance records whether, within the
last 200 hours time-in-service (TIS), the ``CHIP'' detector light
illuminated because of a metal particle on the magnetic plug of the
module, and if so, whether the ``CHIP'' detector light stayed
illuminated after the chip detector switch was turned to the ``CHIP
PULSE'' setting to activate the ``fuzz burn-off'' feature. If those
records indicate that the ``CHIP'' detector light illuminated
because of a metal particle on the magnetic plug of the module, and
the ``CHIP'' detector light stayed illuminated after the chip
detector switch was turned to the ``CHIP PULSE'' setting, replace
the module with an airworthy module before further flight. If you
cannot determine from the maintenance records which chip detector
caused the ``CHIP'' detector light to illuminate or whether the
detector light stayed illuminated after the ``CHIP'' detector switch
was turned to the ``CHIP PULSE'' setting, replace the module with an
airworthy
[[Page 65682]]
module before further flight. A module with a magnetic plug that
attracted a metal particle which activated the ``CHIP'' detector
light within the last 200 hours TIS and was not extinguished when
the ``CHIP PULSE'' was activated is unairworthy.
(2) Inspect the MGB module magnetic chip detector electrical
circuit and determine whether the system is functioning properly,
including whether the ``CHIP'' detector light annunciates on the
instrument panel (Vehicle Monitoring System Screen).
(b) Thereafter, if the ``CHIP'' detector light illuminates,
stays illuminated after the ``CHIP'' detector switch is turned to
the ``CHIP PULSE'' setting, and you determine that a metal particle
on the module magnetic plug (rather than the main reduction gear
(lower MGB), the flared housing (mast assembly), the intermediate
gearbox (IGB), or the tail rotor gearbox (TGB)) caused the ``CHIP''
detector light to illuminate, replace the module with an airworthy
module.
(c) To request a different method of compliance or a different
compliance time for this AD, follow the procedures in 14 CFR 39.19.
Contact the Manager, Safety Management Group, FAA, ATTN: Gary Roach,
Aviation Safety Engineer, FAA, Rotorcraft Directorate, Regulations
and Policy Group, Fort Worth, Texas 76137-0111, telephone (817) 222-
5130, fax (817) 222-5961, for information about previously approved
alternative methods of compliance.
(d) Special flight permits will not be issued.
(e) Copies of the applicable service information 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.
(f) This amendment becomes effective on December 28, 2009, to
all persons except those persons to whom it was made immediately
effective by Emergency AD 2009-09-51, issued April 17, 2009, which
contained the requirements of this amendment.
Note: The subject of this AD is addressed in European Aviation
Safety Agency (EASA) AD No. 2009-0087-E, dated April 11, 2009.
Issued in Fort Worth, Texas, on October 23, 2009.
Mark R. Schilling,
Acting Manager, Rotorcraft Directorate, Aircraft Certification Service.
[FR Doc. E9-29425 Filed 12-10-09; 8:45 am]
BILLING CODE 4910-13-P