Airworthiness Directives; Bell Helicopter Textron, Incorporated Helicopters, 23638-23643 [2012-9569]
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Federal Register / Vol. 77, No. 77 / Friday, April 20, 2012 / Proposed Rules
required by this AD. The average labor
rate is $85 per work-hour. Required
parts would cost about $45,723 per
engine. Based on these figures, we
estimate the total cost of the AD to U.S.
operators to be $20,506,188.
PART 39—AIRWORTHINESS
DIRECTIVES
Authority for This Rulemaking
§ 39.13
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.
2. The FAA amends § 39.13 by adding
the following new airworthiness
directive (AD):
Regulatory Findings
We determined that this proposed AD
would not have federalism implications
under Executive Order 13132. This
proposed AD would 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 this proposed 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),
(3) Will not affect intrastate aviation
in Alaska, and
(4) 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.
tkelley on DSK3SPTVN1PROD with PROPOSALS
List of Subjects in 14 CFR Part 39
Air transportation, Aircraft, Aviation
safety, Incorporation by reference,
Safety.
The Proposed Amendment
Accordingly, under the authority
delegated to me by the Administrator,
the FAA proposes to amend 14 CFR part
39 as follows:
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16:09 Apr 19, 2012
Jkt 226001
1. The authority citation for part 39
continues to read as follows:
Authority: 49 U.S.C. 106(g), 40113, 44701.
[Amended]
Pratt & Whitney Division: Docket No. FAA–
2012–0228; Directorate Identifier 2012–
NE–09–AD.
(a) Comments Due Date
We must receive comments by June 19,
2012.
(b) Affected ADs
None.
(d) Unsafe Condition
This AD was prompted by 58 reports of
cracked 1st stage HPT air seal rings,
including 15 in-flight engine shutdowns. We
are issuing this AD to prevent failure of the
1st stage HPT air seal ring, which could lead
to an internal oil fire, uncontained engine
failure, and damage to the airplane.
(e) Compliance
Comply with this AD the next time that the
engine is separated at the M-flange and the
HPT module is removed from the engine.
(1) Remove the 1st stage HPT seal support,
P/N 55K601 or P/N 50K532, from service and
replace it with a 1st stage HPT seal support,
P/N 50K153.
(2) Remove the 1st stage HPT air seal ring
from the engine and fluorescent-penetrantinspect, or eddy current-inspect, it for cracks.
If found cracked, remove the 1st stage HPT
air seal ring from service.
(f) Alternative Methods of Compliance
(AMOCs)
The Manager, Engine Certification Office,
may approve AMOCs for this AD. Use the
procedures found in 14 CFR 39.19 to make
your request.
(g) Related Information
(1) For more information about this AD,
contact James Gray, Aerospace Engineer,
Engine & Propeller Directorate, FAA, 12 New
England Executive Park, Burlington, MA
01803; phone: 781–238–7742; fax: 781–238–
7199; email: james.e.gray@faa.gov.
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Fmt 4702
Issued in Burlington, Massachusetts, on
April 16, 2012.
Peter A. White,
Manager, Engine & Propeller Directorate,
Aircraft Certification Service.
[FR Doc. 2012–9545 Filed 4–19–12; 8:45 am]
(c) Applicability
This AD applies to the following Pratt &
Whitney Division turbofan engines:
(1) PW4000–94″ engine models PW4050,
PW4052, PW4056, PW4152, PW4156,
PW4650, PW4060, PW4060A, PW4060C,
PW4062, PW4062A, PW4156A, PW4158,
PW4160, PW4460, and PW4462, including
models with any dash-number suffix, with a
1st stage high-pressure turbine (HPT) seal
support part number (P/N) 55K601 or P/N
50K532, installed.
(2) PW4000–100″ engine models PW4164,
PW4164C, PW4164C/B, PW4168, and
PW4168A with a 1st stage HPT seal support
P/N 55K601 or P/N 50K532, installed.
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(2) Pratt & Whitney Service Bulletin (SB)
No. PW4ENG 72–721, Revision 2, dated
November 30, 2011, and SB No. PW4G–100–
72–166, Revision 2, dated December 2, 2011,
pertain to the subject of this AD.
(3) For service information identified in
this AD, contact Pratt & Whitney, 400 Main
St., East Hartford, CT 06108; phone: 860–
565–8770; fax: 860–565–4503.
(4) You may review copies of the service
information at the FAA, New England
Region, 12 New England Executive Park,
Burlington, MA. For information on the
availability of this material at the FAA, call
781–238–7125.
Sfmt 4702
BILLING CODE 4910–13–P
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA–2012–0415; Directorate
Identifier 2008–SW–065–AD]
RIN 2120–AA64
Airworthiness Directives; Bell
Helicopter Textron, Incorporated
Helicopters
Federal Aviation
Administration (FAA), DOT.
ACTION: Notice of proposed rulemaking
(NPRM).
AGENCY:
We propose to supersede an
existing airworthiness directive (AD) for
Bell Helicopter Textron, Inc. (BHTI)
Model 204B, 205A, 205A–1, 205B, and
212 helicopters. The existing AD
currently requires conducting various
inspections associated with the main
rotor grip (grip). If a crack is found, that
AD requires replacing the grip before
further flight. If delamination of the
buffer pad on the grip tang inner surface
is found, that AD requires inspecting the
grip surface for corrosion or other
damage and repairing or replacing the
grip if corrosion or other damage is
found. That AD also requires
determining and recording the hours
time-in-service (TIS) and the engine
start/stop cycles for each grip on a
component history card or equivalent
record. Additionally, that AD requires
you to report certain inspection results
to the FAA. Since we issued that AD,
additional cracks in grips have been
found. Analysis of these events has
shown that a retirement life is needed
for certain grips, and the AD
SUMMARY:
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applicability needs to be expanded to
include additional grips similar in
design, as well as to include the Model
210 helicopter, which was issued an
FAA type certificate after the existing
AD was issued. The proposed actions
are intended to prevent failure of a grip,
separation of a main rotor blade, and
subsequent loss of control of the
helicopter.
We must receive comments on
this proposed AD by June 19, 2012.
ADDRESSES: You may send comments by
any of the following methods:
• Federal eRulemaking Docket: Go to
https://www.regulations.gov. Follow the
online instructions for sending your
comments electronically.
• Fax: 202–493–2251.
• Mail: Send comments to the U.S.
Department of Transportation, Docket
Operations, M–30, West Building
Ground Floor, Room W12–140, 1200
New Jersey Avenue SE., Washington,
DC 20590–0001.
• Hand Delivery: Deliver to the
‘‘Mail’’ address between 9 a.m. and
5 p.m., Monday through Friday, except
Federal holidays.
Examining the AD 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 proposed
AD, the economic evaluation, any
comments received and other
information. The street address for the
Docket Operations Office (telephone
800–647–5527) is in the ADDRESSES
section. Comments will be available in
the AD docket shortly after receipt.
For service information identified in
this proposed AD, contact BHTI, P.O.
Box 482, Fort Worth, TX 76101,
telephone (817) 280–3391, fax (817)
280–6466, or at https://
www.bellcustomer.com/files/. You may
review copies of service information at
the FAA, Office of the Regional Counsel,
Southwest Region, 2601 Meacham
Blvd., Room 663, Fort Worth, Texas
76137.
DATES:
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FOR FURTHER INFORMATION CONTACT:
Michael Kohner, Aviation Safety
Engineer, Rotorcraft Certification Office,
2601 Meacham Blvd., Fort Worth, Texas
76137, telephone (817) 222–5170, fax
(817) 222–5783, email
mike.kohner@faa.gov or 7-avs-asw170@faa.gov.
SUPPLEMENTARY INFORMATION:
Comments Invited
We invite you to participate in this
rulemaking by submitting written
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comments, data, or views. We also
invite comments relating to the
economic, environmental, energy, or
federalism impacts that might result
from adopting the proposals in this
document. The most helpful comments
reference a specific portion of the
proposal, explain the reason for any
recommended change, and include
supporting data. To ensure the docket
does not contain duplicate comments,
commenters should send only one copy
of written comments, or if comments are
filed electronically, commenters should
submit only one time.
We will file in the docket all
comments that we receive, as well as a
report summarizing each substantive
public contact with FAA personnel
concerning this proposed rulemaking.
Before acting on this proposal, we will
consider all comments we receive on or
before the closing date for comments.
We will consider comments filed after
the comment period has closed if it is
possible to do so without incurring
expense or delay. We may change this
proposal in light of the comments we
receive.
Discussion
On December 31, 2002, we issued AD
2003–01–04, Amendment 39–13015 (68
FR 1955, January 15, 2003), for the BHTI
Model 204B, 205A, 205A–1, 205B, and
212 helicopters. That AD requires the
following actions:
• Within 10 hours TIS, determining
and recording the hours TIS and the
engine start/stop cycles for each grip on
a component history card or equivalent
record. On the single-engine model
helicopters, one ‘‘engine start/stop
cycle’’ occurs when the engine is
started. On the Model 212 helicopter,
one ‘‘engine start/stop cycle’’ occurs
when either one or both engines are
started. The intent is to add one ‘‘engine
start/stop cycle’’ each time helicopter
power starts the main rotor system
turning.
• Within 10 hours TIS and thereafter
at intervals not to exceed 25 hours TIS,
visually inspecting the exposed surfaces
of the upper and lower tangs of each
grip for a crack, using a 10-power or
higher magnifying glass.
• At specified intervals, depending
on the hours TIS or the engine start/stop
cycles, whichever occurs first,
conducting initial and repetitive
ultrasonic (UT) inspections of each grip
in accordance with the Nondestructive
Inspection Procedure, Log No. 00–340,
Revision E, dated April 9, 2002.
• At intervals not to exceed 1,200
hours TIS or 24 months, whichever
occurs first, inspecting each buffer pad
on the tang inner surfaces for
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delamination and removing the buffer
pad and inspecting the grip surface for
corrosion and other damage if
delamination is found.
• Within 2,400 hours TIS or at the
next overhaul of the main rotor hub,
whichever occurs first, and thereafter at
intervals not to exceed 2,400 hours TIS,
inspecting the surface of each affected
grip for corrosion or other damage and
conducting a fluorescent-penetrant
inspection (FPI) of the grip for a crack.
• Before further flight, replacing any
grip that has a crack, corrosion, or other
damage with an airworthy grip, or
repairing a grip with corrosion or other
damage if the corrosion or other damage
is within certain limits.
• Reporting certain inspection results
and information to the FAA in
accordance with Appendix 1 of the AD.
AD 2003–01–04 was prompted by
three in-flight grip failures and two
cracked grips discovered during a 1,200hour TIS inspection and on a scheduled
2,400-hour TIS overhaul, which brought
the total to 13 grips that had cracked in
the lower tang. No anomalies or damage
to the blade, blade bolt bore, or buffer
pad tang surface were found in the two
cracked grips found during the
inspection and overhaul. Cracking on all
of the grips has been attributed to
mechanical damage from improper
blade bolt bushing installation,
improper rework of the buffer pad tang
surface, or subsurface fatigue damage.
All of the fatigue cracks occurred on
grip part numbers (P/N) 204–011–121–
009 and –121, installed on BHTI Model
212 helicopters. Grip P/Ns 204–011–
121–005, –113, and –117, installed on
BHTI Model 204B, 205A, 205A–1, and
205B helicopters, were also included
because the grips are very similar in
design and are subjected to the same
forces and loads as the grips installed on
BHTI Model 212 helicopters. We issued
that AD to prevent failure of a grip,
separation of a main rotor blade, and
subsequent loss of control of the
helicopter.
Actions Since Existing AD Was Issued
Since issuing the existing AD, small
cracks in three grips, initiating in the
blade bolt bore, have been detected
during UT inspections. Additionally,
one crack in another grip was
discovered visually, another crack was
found after an in-flight vibration
developed, and one grip fractured
during flight. This brings the total to 19
grips that have cracked in the lower
tang. Based on these additional
discoveries of cracked grips and
subsequent analyses performed by the
manufacturer, we have determined the
following:
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Federal Register / Vol. 77, No. 77 / Friday, April 20, 2012 / Proposed Rules
• The applicability of the AD needs to
be expanded to include replacement
grip P/N ASI–4011–121–9, produced
under a part manufacturing approval
(PMA) issued by the FAA, because the
design approval for this grip was based
on its design being identical to the
original BHTI-manufactured grip, P/N
204–011–121–009;
• The applicability of the AD needs to
be expanded to include any Model
204B, 205A, 205A–1, and 212
helicopters with grip P/N 204–011–121–
009, –121, or ASI–4011–121–9 installed;
• The applicability of the AD needs to
be expanded to include the Model 210
helicopter, which has a grip P/N 204–
011–121–009 and –121, installed. This
model was not included in AD 2003–
01–04 because the FAA issued the BHTI
Model 210 type certificate after AD
2003–01–04 was issued;
• A retirement life is needed for grip
P/Ns 204–011–121–009, 204–011–121–
121, and ASI–4011–121–9. These grips,
installed on Model 205B, 210, and 212
helicopters, are currently unlimited in
service life and are only required to be
replaced when damaged or corroded
beyond repair. Early failures of these
grips, which have not been attributed to
mechanical damage, have indicated a
need to establish retirement lives to
avoid possible cracking in the future;
• The procedure for calculating the
total hours TIS for any grip where the
hours TIS cannot be determined from
the helicopter records should be
modified to more accurately account for
the actual usage of the fleet and clarify
the intent of the AD; and
• The reporting of inspection findings
to the FAA is no longer needed.
tkelley on DSK3SPTVN1PROD with PROPOSALS
FAA’s Determination
We are proposing this AD because we
evaluated all the relevant information
and determined the unsafe condition
described previously is likely to exist or
develop in other helicopters of these
same type designs.
Related Service Information
We reviewed the following BHTI
service information:
• Operations Safety Notices 204–85–
6, 205–85–9, and 212–85–13, all dated
November 14, 1985, which describe a
grip with a crack in the lower tang that
was returned by an operator;
• Alert Service Bulletin (ASB) No.
212–94–92, Revision A, dated March 13,
1995, which describes procedures for
inspection and overhaul requirements of
certain grips;
• ASB No. 204–02–58, dated
November 26, 2002; ASB No. 205–02–
88, dated November 26, 2002; and ASB
No. 210–08–02, dated September 10,
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2008. These ASBs specify a UT
inspection of certain grips;
• ASB No. 205B–02–39, Revision B,
dated November 22, 2002 and ASB No.
212–02–116, Revision A, dated October
30, 2002, which specify a UT inspection
of certain grips and include the
Nondestructive Inspection Procedure,
Log No. 00–340, Revision E, dated April
9, 2002; and
• Information Letter 204–08–23, 205–
08–38, 205B–08–21, and 212–08–62,
Revision A, dated July 23, 2008 (one
letter issued with 4 identification
numbers), which describes a new,
improved replacement grip, P/N 204–
011–121–125, that would not require
the repetitive UT inspections and would
have a retirement life of 25,000 hours
TIS or a 500,000 Retirement Index
Number (RIN), whichever comes first.
Proposed AD Requirements
This proposed AD would retain
certain requirements of AD 2003–01–04,
and would require additional actions.
The proposed requirements are as
follows:
• Within 10 hours TIS, determining
and recording the hours TIS and the
engine start/stop cycles for each grip on
a component history card or equivalent
record. For each month that the hours
TIS cannot be determined, this
proposed AD would assume 50 hours
TIS.
• Within 10 hours TIS and thereafter
at intervals not to exceed 25 hours TIS,
visually inspecting the exposed surfaces
of the upper and lower tangs of each
grip for a crack, using a 10-power or
higher magnifying glass.
• At specified intervals, depending
on the hours TIS or the engine start/stop
cycles, whichever occurs first,
conducting initial and repetitive UT
inspections of each grip, in accordance
with the Nondestructive Inspection
Procedure, Log No. 00–340, Revision E,
dated April 9, 2002.
• At intervals not to exceed 1,200
hours TIS or 24 months, whichever
occurs first, inspecting each buffer pad
on the tang inner surfaces for
delamination, and removing the buffer
pad and inspecting the grip surface for
corrosion and other damage if
delamination is found.
• Within 2,400 hours TIS or at the
next overhaul of the main rotor hub,
whichever occurs first, and thereafter at
intervals not to exceed 2,400 hours TIS,
inspecting the surface of each affected
grip for corrosion or other damage and
conducting an FPI of the grip for a
crack.
• Before further flight, replacing any
grip that has a crack, corrosion, or other
damage with an airworthy grip, or
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repairing a grip with corrosion or other
damage if the corrosion or other damage
is within certain limits.
• Before further flight, removing any
grip, P/N 204–011–121–009 or ASI–
4011–121–9, that has 15,000 or more
hours TIS;
• Before further flight, removing any
grip, P/N 204–011–121–121, that has
25,000 or more hours TIS;
• Revising the Airworthiness
Limitations sections of the applicable
maintenance manuals or the
Instructions for Continued
Airworthiness by establishing a new
retirement life of 15,000 hours TIS for
grip, P/N 204–011–121–009 or ASI–
4011–121–9, and 25,000 hours TIS for
grip, P/N 204–011–121–121; and
• Recording the applicable hours TIS
life limits for grips, P/N 204–011–121–
009, ASI–4011–121–9, and 204–011–
121 on the applicable component
history card or equivalent record.
Differences Between the Proposed AD
and the Service Information
This proposed AD requires life limits
for grips, P/N 204–011–121–009, 204–
011–121–121, and ASI–4011–121–9.
The manufacturer’s service bulletins do
not specify a service life for these grips.
Also, this proposed AD applies to grip
P/N ASI–4011–121–9, which is
produced under a parts manufacturing
approval, and the manufacturer’s
service bulletins do not address this
particular grip.
Costs of Compliance
We estimate that this proposed AD
would affect 700 helicopters of U.S.
registry, and it would take
approximately 7 work hours to create
and maintain the records, 6.25 work
hours to conduct the inspections, and
20 work hours to replace a set of grips
at an average labor rate of $85 per work
hour. Required parts would cost
approximately $56,385 for a
replacement set of grips. Based on these
figures, we estimate the total cost
impact of the proposed AD on U.S.
operators to be $6,596,875 for the entire
fleet, assuming the grip set (2 grips)
must be replaced on 100 helicopters.
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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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
helicopters identified in this rulemaking
action.
Regulatory Findings
We determined that this proposed AD
would not have federalism implications
under Executive Order 13132. This
proposed AD would 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, I certify
this proposed 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);
3. Will not affect intrastate aviation in
Alaska to the extent that it justifies
making a regulatory distinction; and
4. 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 proposed AD and placed it in the
AD docket.
List of Subjects in 14 CFR Part 39
Air transportation, Aircraft, Aviation
safety, Incorporation by reference,
Safety.
The Proposed Amendment
Accordingly, under the authority
delegated to me by the Administrator,
23641
the FAA proposes to amend 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. The FAA amends § 39.13 by
removing Amendment 39–13015 (68 FR
1955, January 15, 2003), and adding the
following new airworthiness directive
(AD):
Bell Helicopter Textron, Inc. (BHTI): Docket
No. FAA–2012–0415; Directorate
Identifier 2008–SW–065–AD.
(a) Applicability
This AD applies to the following model
helicopters with the listed part-numbered
main rotor grips installed, certificated in any
category:
TABLE 1—HELICOPTER MODEL AND MAIN ROTOR GRIP (GRIP) PART NUMBERS AFFECTED
Model
With the following grip part number (P/N)
204B ............................................................................
204B, 205A, and 205A–1 ...........................................
205A and 205A–1 .......................................................
205B ............................................................................
210 ..............................................................................
212 ..............................................................................
(b) Unsafe Condition
This AD defines the unsafe condition as a
crack in the main rotor grip (grip), which
could result in failure of a grip, separation of
a main rotor blade, and subsequent loss of
control of the helicopter.
(c) Other Affected ADs
This AD supersedes AD 2003–01–04,
Amendment 39–13015 (68 FR 1955, January
15, 2003).
(d) Compliance
tkelley on DSK3SPTVN1PROD with PROPOSALS
You are responsible for performing each
action required by this AD within the
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204–011–121–005 if the grip was ever installed on a Model 205B helicopter.
204–011–121–009, –117, –121 or ASI–4011–121–9.
204–011–121–005 or –113 if the grip was ever installed on a Model 205B helicopter.
204–011–121–005, –009, –113, –117, or –121.
204–011–121–009 or –121.
204–011–121–009, –121, or ASI–4011–121–9.
specified compliance time unless it has
already been accomplished prior to that time.
(e) Required Actions
(1) Within 10 hours time-in-service (TIS),
create a component history card or
equivalent record and determine and record
the total hours TIS for each grip. If the total
hours TIS cannot be determined from the
helicopter records, assume and record 50
hours TIS for each month for which the
hours cannot be determined. Continue to
count and record the hours TIS and begin to
count and record the number of times the
helicopter engine(s) are started (engine start/
stop cycles).
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(2) Within 10 hours TIS, and thereafter at
intervals not to exceed 25 hours TIS, without
removing the main rotor blades:
(i) Clean the exposed surfaces of the upper
and lower tangs of each grip with denatured
alcohol, and wipe dry.
(ii) Using a 10-power or higher magnifying
glass, visually inspect the exposed surfaces of
the upper and lower tangs of each grip for a
crack. Pay particular attention to the lower
surface of each lower grip tang from the main
rotor blade bolt-bushing flange to the leading
and trailing edge of each grip tang. See Figure
1 of this AD.
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TABLE 2—ULTRASONIC INSPECTION INTERVALS
Within 30 days, or
the following
hours TIS for the
grip, whichever
occurs later:
204–011–121–009 or ASI–4011–121–9 ....................................................................
204–011–121–121 .....................................................................................................
204–011–121–005 or –113, if the grip was EVER installed on a Model 205B helicopter .....................................................................................................................
204–011–121–117, if the grip was NEVER installed on a Model 205B helicopter ..
204–011–121–117, if the grip was EVER installed on a Model 205B helicopter .....
The UT inspection of the grip must be
performed by a Non-Destructive Testing
(NDT) UT Level I Special, Level II, or Level
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4,000
500
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400
150
1,600
600
4,000
4,000
500
III inspector who is qualified under the
guidelines established by MIL–STD–410E,
ATA Specification 105, AIA–NAS–410, or an
PO 00000
Engine start/stop
cycles
Hours TIS
400
150
150
1,600
600
600
FAA-accepted equivalent for qualification
standards of NDT Inspection/Evaluation
Personnel.
E:\FR\FM\20APP1.SGM
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tkelley on DSK3SPTVN1PROD with PROPOSALS
UT inspect grip, P/N:
Thereafter, at intervals not to exceed
the following hours TIS or engine
start/stop cycles, whichever occurs
first:
tkelley on DSK3SPTVN1PROD with PROPOSALS
Federal Register / Vol. 77, No. 77 / Friday, April 20, 2012 / Proposed Rules
Note 1: You can find the Nondestructive
Inspection Procedure attached to BHTI Alert
Service Bulletin (ASB) No. 205B–02–39,
Revision B, dated November 22, 2002, or
BHTI ASB No. 212 02–116, Revision A, dated
October 30, 2002.
(4) At intervals not to exceed 1,200 hours
TIS or 24 months, whichever occurs first:
(i) Remove each main rotor blade, and
(ii) Inspect each grip buffer pad on the
inner surfaces of each grip tang for
delamination (see Figure 1 of this AD). If
there is any delamination, remove the buffer
pad and inspect the grip surface for corrosion
or other damage.
Note 2: This inspection interval coincides
with the main rotor tension-torsion strap
replacement times.
(5) Within 2,400 hours TIS, or at the next
overhaul of the main rotor hub, whichever
occurs first, and thereafter at intervals not to
exceed 2,400 hours TIS:
(i) Remove each main rotor blade.
(ii) Remove each grip buffer pad (if
installed) from the inner surfaces of each grip
tang.
(iii) Visually inspect the grip tang surfaces
for corrosion or other damage.
(iv) Fluorescent-penetrant inspect (FPI) the
grip for a crack, paying particular attention
to the upper and lower grip tangs. When
inspecting any grip, P/N 204–011–121–005,
–009, –113, or ASI–4011–121–9, pay
particular attention to the leading and
trailing edges of the grip barrel.
Note 3: FPI procedures are contained in
BHTI Standard Practices Manual, BHT–ALL–
SPM.
(6) Before further flight:
(i) Replace any cracked grip with an
airworthy grip.
(ii) Replace any grip with any corrosion or
other damage with an airworthy grip, or
repair the grip if the corrosion or other
damage is within the maximum repair
damage limitations found in the applicable
Component and Repair Overhaul Manual.
(iii) Replace any grip, P/N 204–011–121–
009 or ASI–4011–121–9, which has been in
service for 15,000 or more hours TIS.
(iv) Replace any grip, P/N 204–011–121–
121, which has been in service for 25,000 or
more hours TIS.
(7) Revise the Airworthiness Limitations
sections of the applicable maintenance
manuals or the Instructions for Continued
Airworthiness (ICAs) by establishing a new
retirement life of 15,000 hours TIS for grip
P/N 204–011–121–009 or ASI–4011–121–9,
and 25,000 hours TIS for grip P/N 204–011–
121–121, by making pen and ink changes or
inserting a copy of this AD into the
applicable maintenance manual or ICAs.
(8) Record a 15,000 hours TIS life limit for
each grip P/N 204–011–121–009 or ASI–
4011–121–9, and a 25,000 hours TIS life limit
for each grip P/N 204–011–121–121, on the
applicable component history card or
equivalent record.
(f) Alternative Methods of Compliance
(AMOCs)
(1) The Manager, Rotorcraft Certification
Office, FAA, may approve AMOCs for this
AD. Send your proposal to: Michael Kohner,
VerDate Mar<15>2010
16:09 Apr 19, 2012
Jkt 226001
Aviation Safety Engineer, Rotorcraft
Certification Office, 2601 Meacham Blvd.,
Fort Worth, Texas 76137, telephone (817)
222–5170, fax (817) 222–5783, email
mike.kohner@faa.gov or 7-avs-asw170@faa.gov.
(2) For operations conducted under a Part
119 operating certificate or under Part 91,
Subpart K, we suggest that you notify your
principal inspector, or lacking a principal
inspector, the manager of the local flight
standards district office or certificate holding
district office before operating any aircraft
complying with this AD through an AMOC.
(g) Additional Information
(1) BHTI ASB No. 212–94–92, Revision A,
dated March 13, 1995; BHTI ASB No. 212–
02–116, Revision A, dated October 30, 2002;
BHTI 205B–02–39, Revision B, dated
November 22, 2002; BHTI ASB No. 204–02–
58 and ASB No. 205–02–88, both dated
November 26, 2002; BHTI ASB No. 210–08–
02, dated September 10, 2008; BHTI
Operations Safety Notice 204–85–6, 205–85–
9, and 212–85–13, all dated November 14,
1985; and BHTI Information Letter, 204–08–
23, 205–08–38, 205B–08–21, and 212–08–62,
Revision A, dated July 23, 2008; none of
which are incorporated by reference, contain
additional information about the subject of
this AD.
(2) For service information identified in
this AD, contact BHTI, P.O. Box 482, Fort
Worth, TX 76101, telephone (817) 280–3391,
fax (817) 280–6466, or at https://
www.bellcustomer.com/files/. You may
review copies of this information at the FAA,
Office of the Regional Counsel, Southwest
Region, 2601 Meacham Blvd., Room 663, Fort
Worth, Texas 76137.
(h) Subject
Joint Aircraft Service Component (JASC)
Code: 6220: Main Rotor Head.
Issued in Fort Worth, Texas, on April 11,
2012.
Lance T. Gant,
Acting Manager, Rotorcraft Directorate,
Aircraft Certification Service.
[FR Doc. 2012–9569 Filed 4–19–12; 8:45 am]
BILLING CODE 4910–13–P
POSTAL SERVICE
39 CFR Part 111
Advance Notice of Implementation of
Full-Service Intelligent Mail Required
for Automation Prices
Postal Service.
Advance notice of proposed
rulemaking; request for comments.
AGENCY:
ACTION:
The Postal Service is planning
to move to the Full-Service Intelligent
Mail® option to access automation
prices for letters, postcards and flats,
effective January 2014. The ‘‘FullService’’ Intelligent Mail program
requires use of unique Intelligent Mail
barcodes (IMbTM) applied to letter,
SUMMARY:
PO 00000
Frm 00007
Fmt 4702
Sfmt 4702
23643
postcard and flat mailpieces, trays,
sacks, and containers, such as pallets,
and submission of electronic mailing
documentation. This plan includes the
transition to the use of eDocumentation,
along with additional information to
support the By/For relationships, and
replacement of the 10/24 transition tray
label with the full use of the 24-digit
tray label Intelligent Mail barcode
format.
This Federal Register document
provides advance information to help
mailers prepare and plan for the
transition to Full-Service and asks for
information about the possible
challenges mailers perceive to moving
to Full-Service, the operational changes
they will have to make, the costs and
benefits of those changes, and steps the
Postal Service could take to assist
mailers in moving to Full-Service. The
USPSTM looks forward to mailer
feedback on all aspects of this plan. In
addition, the USPS strongly encourages
current Full-Service users to provide
feedback about the benefits and valueadded they have experienced by
converting to Full-Service.
DATES: Comments on this advance
notice of proposed rulemaking are due
June 4, 2012.
ADDRESSES: Mail or deliver written
comments to the Manager, Product
Classification, U.S. Postal Service, 475
L’Enfant Plaza SW., Room 4446,
Washington, DC 20260–5015.
Comments and questions can also be
emailed to mailingstandards@usps.gov
using the subject line ‘‘Full-Service
January 2014.’’
FOR FURTHER INFORMATION CONTACT:
Ana Cikowski; email:
ana.cikowski@usps.gov; phone: 202–
268–8079.
Himesh Patel; email:
himesh.a.patel@usps.gov; phone:
703–280–7498.
William Chatfield; email:
william.a.chatfield@usps.gov; phone:
202–268–7278.
SUPPLEMENTARY INFORMATION:
Background
In January 2009, USPS offered the
mailing industry two Intelligent Mail
barcode (IMbTM) options for automation
discounts. The options included the
‘‘Full-Service’’ option, requiring unique
IMbs, and the ‘‘basic’’ IMb option,
which does not require unique
barcodes. Currently, a large number of
mailers are using the Full-Service and
basic IMb options and enjoy the
additional benefits and value of using
these options.
As part of the transformation of data
visibility and continued evolution of
E:\FR\FM\20APP1.SGM
20APP1
]]>Agencies
[Federal Register Volume 77, Number 77 (Friday, April 20, 2012)]
[Proposed Rules]
[Pages 23638-23643]
From the Federal Register Online via the Government Printing Office [www.gpo.gov]
[FR Doc No: 2012-9569]
-----------------------------------------------------------------------
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA-2012-0415; Directorate Identifier 2008-SW-065-AD]
RIN 2120-AA64
Airworthiness Directives; Bell Helicopter Textron, Incorporated
Helicopters
AGENCY: Federal Aviation Administration (FAA), DOT.
ACTION: Notice of proposed rulemaking (NPRM).
-----------------------------------------------------------------------
SUMMARY: We propose to supersede an existing airworthiness directive
(AD) for Bell Helicopter Textron, Inc. (BHTI) Model 204B, 205A, 205A-1,
205B, and 212 helicopters. The existing AD currently requires
conducting various inspections associated with the main rotor grip
(grip). If a crack is found, that AD requires replacing the grip before
further flight. If delamination of the buffer pad on the grip tang
inner surface is found, that AD requires inspecting the grip surface
for corrosion or other damage and repairing or replacing the grip if
corrosion or other damage is found. That AD also requires determining
and recording the hours time-in-service (TIS) and the engine start/stop
cycles for each grip on a component history card or equivalent record.
Additionally, that AD requires you to report certain inspection results
to the FAA. Since we issued that AD, additional cracks in grips have
been found. Analysis of these events has shown that a retirement life
is needed for certain grips, and the AD
[[Page 23639]]
applicability needs to be expanded to include additional grips similar
in design, as well as to include the Model 210 helicopter, which was
issued an FAA type certificate after the existing AD was issued. The
proposed actions are intended to prevent failure of a grip, separation
of a main rotor blade, and subsequent loss of control of the
helicopter.
DATES: We must receive comments on this proposed AD by June 19, 2012.
ADDRESSES: You may send comments by any of the following methods:
Federal eRulemaking Docket: Go to https://www.regulations.gov. Follow the online instructions for sending your
comments electronically.
Fax: 202-493-2251.
Mail: Send comments to the U.S. Department of
Transportation, Docket Operations, M-30, West Building Ground Floor,
Room W12-140, 1200 New Jersey Avenue SE., Washington, DC 20590-0001.
Hand Delivery: Deliver to the ``Mail'' address between 9
a.m. and 5 p.m., Monday through Friday, except Federal holidays.
Examining the AD 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 proposed AD, the
economic evaluation, any comments received and other information. The
street address for the Docket Operations Office (telephone 800-647-
5527) is in the ADDRESSES section. Comments will be available in the AD
docket shortly after receipt.
For service information identified in this proposed AD, contact
BHTI, P.O. Box 482, Fort Worth, TX 76101, telephone (817) 280-3391, fax
(817) 280-6466, or at https://www.bellcustomer.com/files/. You may
review copies of service information at the FAA, Office of the Regional
Counsel, Southwest Region, 2601 Meacham Blvd., Room 663, Fort Worth,
Texas 76137.
FOR FURTHER INFORMATION CONTACT: Michael Kohner, Aviation Safety
Engineer, Rotorcraft Certification Office, 2601 Meacham Blvd., Fort
Worth, Texas 76137, telephone (817) 222-5170, fax (817) 222-5783, email
mike.kohner@faa.gov or 7-avs-asw-170@faa.gov.
SUPPLEMENTARY INFORMATION:
Comments Invited
We invite you to participate in this rulemaking by submitting
written comments, data, or views. We also invite comments relating to
the economic, environmental, energy, or federalism impacts that might
result from adopting the proposals in this document. The most helpful
comments reference a specific portion of the proposal, explain the
reason for any recommended change, and include supporting data. To
ensure the docket does not contain duplicate comments, commenters
should send only one copy of written comments, or if comments are filed
electronically, commenters should submit only one time.
We will file in the docket all comments that we receive, as well as
a report summarizing each substantive public contact with FAA personnel
concerning this proposed rulemaking. Before acting on this proposal, we
will consider all comments we receive on or before the closing date for
comments. We will consider comments filed after the comment period has
closed if it is possible to do so without incurring expense or delay.
We may change this proposal in light of the comments we receive.
Discussion
On December 31, 2002, we issued AD 2003-01-04, Amendment 39-13015
(68 FR 1955, January 15, 2003), for the BHTI Model 204B, 205A, 205A-1,
205B, and 212 helicopters. That AD requires the following actions:
Within 10 hours TIS, determining and recording the hours
TIS and the engine start/stop cycles for each grip on a component
history card or equivalent record. On the single-engine model
helicopters, one ``engine start/stop cycle'' occurs when the engine is
started. On the Model 212 helicopter, one ``engine start/stop cycle''
occurs when either one or both engines are started. The intent is to
add one ``engine start/stop cycle'' each time helicopter power starts
the main rotor system turning.
Within 10 hours TIS and thereafter at intervals not to
exceed 25 hours TIS, visually inspecting the exposed surfaces of the
upper and lower tangs of each grip for a crack, using a 10-power or
higher magnifying glass.
At specified intervals, depending on the hours TIS or the
engine start/stop cycles, whichever occurs first, conducting initial
and repetitive ultrasonic (UT) inspections of each grip in accordance
with the Nondestructive Inspection Procedure, Log No. 00-340, Revision
E, dated April 9, 2002.
At intervals not to exceed 1,200 hours TIS or 24 months,
whichever occurs first, inspecting each buffer pad on the tang inner
surfaces for delamination and removing the buffer pad and inspecting
the grip surface for corrosion and other damage if delamination is
found.
Within 2,400 hours TIS or at the next overhaul of the main
rotor hub, whichever occurs first, and thereafter at intervals not to
exceed 2,400 hours TIS, inspecting the surface of each affected grip
for corrosion or other damage and conducting a fluorescent-penetrant
inspection (FPI) of the grip for a crack.
Before further flight, replacing any grip that has a
crack, corrosion, or other damage with an airworthy grip, or repairing
a grip with corrosion or other damage if the corrosion or other damage
is within certain limits.
Reporting certain inspection results and information to
the FAA in accordance with Appendix 1 of the AD.
AD 2003-01-04 was prompted by three in-flight grip failures and two
cracked grips discovered during a 1,200-hour TIS inspection and on a
scheduled 2,400-hour TIS overhaul, which brought the total to 13 grips
that had cracked in the lower tang. No anomalies or damage to the
blade, blade bolt bore, or buffer pad tang surface were found in the
two cracked grips found during the inspection and overhaul. Cracking on
all of the grips has been attributed to mechanical damage from improper
blade bolt bushing installation, improper rework of the buffer pad tang
surface, or subsurface fatigue damage. All of the fatigue cracks
occurred on grip part numbers (P/N) 204-011-121-009 and -121, installed
on BHTI Model 212 helicopters. Grip P/Ns 204-011-121-005, -113, and -
117, installed on BHTI Model 204B, 205A, 205A-1, and 205B helicopters,
were also included because the grips are very similar in design and are
subjected to the same forces and loads as the grips installed on BHTI
Model 212 helicopters. We issued that AD to prevent failure of a grip,
separation of a main rotor blade, and subsequent loss of control of the
helicopter.
Actions Since Existing AD Was Issued
Since issuing the existing AD, small cracks in three grips,
initiating in the blade bolt bore, have been detected during UT
inspections. Additionally, one crack in another grip was discovered
visually, another crack was found after an in-flight vibration
developed, and one grip fractured during flight. This brings the total
to 19 grips that have cracked in the lower tang. Based on these
additional discoveries of cracked grips and subsequent analyses
performed by the manufacturer, we have determined the following:
[[Page 23640]]
The applicability of the AD needs to be expanded to
include replacement grip P/N ASI-4011-121-9, produced under a part
manufacturing approval (PMA) issued by the FAA, because the design
approval for this grip was based on its design being identical to the
original BHTI-manufactured grip, P/N 204-011-121-009;
The applicability of the AD needs to be expanded to
include any Model 204B, 205A, 205A-1, and 212 helicopters with grip P/N
204-011-121-009, -121, or ASI-4011-121-9 installed;
The applicability of the AD needs to be expanded to
include the Model 210 helicopter, which has a grip P/N 204-011-121-009
and -121, installed. This model was not included in AD 2003-01-04
because the FAA issued the BHTI Model 210 type certificate after AD
2003-01-04 was issued;
A retirement life is needed for grip P/Ns 204-011-121-009,
204-011-121-121, and ASI-4011-121-9. These grips, installed on Model
205B, 210, and 212 helicopters, are currently unlimited in service life
and are only required to be replaced when damaged or corroded beyond
repair. Early failures of these grips, which have not been attributed
to mechanical damage, have indicated a need to establish retirement
lives to avoid possible cracking in the future;
The procedure for calculating the total hours TIS for any
grip where the hours TIS cannot be determined from the helicopter
records should be modified to more accurately account for the actual
usage of the fleet and clarify the intent of the AD; and
The reporting of inspection findings to the FAA is no
longer needed.
FAA's Determination
We are proposing this AD because we evaluated all the relevant
information and determined the unsafe condition described previously is
likely to exist or develop in other helicopters of these same type
designs.
Related Service Information
We reviewed the following BHTI service information:
Operations Safety Notices 204-85-6, 205-85-9, and 212-85-
13, all dated November 14, 1985, which describe a grip with a crack in
the lower tang that was returned by an operator;
Alert Service Bulletin (ASB) No. 212-94-92, Revision A,
dated March 13, 1995, which describes procedures for inspection and
overhaul requirements of certain grips;
ASB No. 204-02-58, dated November 26, 2002; ASB No. 205-
02-88, dated November 26, 2002; and ASB No. 210-08-02, dated September
10, 2008. These ASBs specify a UT inspection of certain grips;
ASB No. 205B-02-39, Revision B, dated November 22, 2002
and ASB No. 212-02-116, Revision A, dated October 30, 2002, which
specify a UT inspection of certain grips and include the Nondestructive
Inspection Procedure, Log No. 00-340, Revision E, dated April 9, 2002;
and
Information Letter 204-08-23, 205-08-38, 205B-08-21, and
212-08-62, Revision A, dated July 23, 2008 (one letter issued with 4
identification numbers), which describes a new, improved replacement
grip, P/N 204-011-121-125, that would not require the repetitive UT
inspections and would have a retirement life of 25,000 hours TIS or a
500,000 Retirement Index Number (RIN), whichever comes first.
Proposed AD Requirements
This proposed AD would retain certain requirements of AD 2003-01-
04, and would require additional actions. The proposed requirements are
as follows:
Within 10 hours TIS, determining and recording the hours
TIS and the engine start/stop cycles for each grip on a component
history card or equivalent record. For each month that the hours TIS
cannot be determined, this proposed AD would assume 50 hours TIS.
Within 10 hours TIS and thereafter at intervals not to
exceed 25 hours TIS, visually inspecting the exposed surfaces of the
upper and lower tangs of each grip for a crack, using a 10-power or
higher magnifying glass.
At specified intervals, depending on the hours TIS or the
engine start/stop cycles, whichever occurs first, conducting initial
and repetitive UT inspections of each grip, in accordance with the
Nondestructive Inspection Procedure, Log No. 00-340, Revision E, dated
April 9, 2002.
At intervals not to exceed 1,200 hours TIS or 24 months,
whichever occurs first, inspecting each buffer pad on the tang inner
surfaces for delamination, and removing the buffer pad and inspecting
the grip surface for corrosion and other damage if delamination is
found.
Within 2,400 hours TIS or at the next overhaul of the main
rotor hub, whichever occurs first, and thereafter at intervals not to
exceed 2,400 hours TIS, inspecting the surface of each affected grip
for corrosion or other damage and conducting an FPI of the grip for a
crack.
Before further flight, replacing any grip that has a
crack, corrosion, or other damage with an airworthy grip, or repairing
a grip with corrosion or other damage if the corrosion or other damage
is within certain limits.
Before further flight, removing any grip, P/N 204-011-121-
009 or ASI-4011-121-9, that has 15,000 or more hours TIS;
Before further flight, removing any grip, P/N 204-011-121-
121, that has 25,000 or more hours TIS;
Revising the Airworthiness Limitations sections of the
applicable maintenance manuals or the Instructions for Continued
Airworthiness by establishing a new retirement life of 15,000 hours TIS
for grip, P/N 204-011-121-009 or ASI-4011-121-9, and 25,000 hours TIS
for grip, P/N 204-011-121-121; and
Recording the applicable hours TIS life limits for grips,
P/N 204-011-121-009, ASI-4011-121-9, and 204-011-121 on the applicable
component history card or equivalent record.
Differences Between the Proposed AD and the Service Information
This proposed AD requires life limits for grips, P/N 204-011-121-
009, 204-011-121-121, and ASI-4011-121-9. The manufacturer's service
bulletins do not specify a service life for these grips. Also, this
proposed AD applies to grip P/N ASI-4011-121-9, which is produced under
a parts manufacturing approval, and the manufacturer's service
bulletins do not address this particular grip.
Costs of Compliance
We estimate that this proposed AD would affect 700 helicopters of
U.S. registry, and it would take approximately 7 work hours to create
and maintain the records, 6.25 work hours to conduct the inspections,
and 20 work hours to replace a set of grips at an average labor rate of
$85 per work hour. Required parts would cost approximately $56,385 for
a replacement set of grips. Based on these figures, we estimate the
total cost impact of the proposed AD on U.S. operators to be $6,596,875
for the entire fleet, assuming the grip set (2 grips) must be replaced
on 100 helicopters.
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:
[[Page 23641]]
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 helicopters
identified in this rulemaking action.
Regulatory Findings
We determined that this proposed AD would not have federalism
implications under Executive Order 13132. This proposed AD would 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, I certify this proposed 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);
3. Will not affect intrastate aviation in Alaska to the extent that
it justifies making a regulatory distinction; and
4. 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 proposed AD and placed it in the AD docket.
List of Subjects in 14 CFR Part 39
Air transportation, Aircraft, Aviation safety, Incorporation by
reference, Safety.
The Proposed Amendment
Accordingly, under the authority delegated to me by the
Administrator, the FAA proposes to amend 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.
Sec. 39.13 [Amended]
2. The FAA amends Sec. 39.13 by removing Amendment 39-13015 (68 FR
1955, January 15, 2003), and adding the following new airworthiness
directive (AD):
Bell Helicopter Textron, Inc. (BHTI): Docket No. FAA-2012-0415;
Directorate Identifier 2008-SW-065-AD.
(a) Applicability
This AD applies to the following model helicopters with the
listed part-numbered main rotor grips installed, certificated in any
category:
Table 1--Helicopter Model and Main Rotor Grip (Grip) Part Numbers Affected
----------------------------------------------------------------------------------------------------------------
With the following grip part
Model number (P/N)
----------------------------------------------------------------------------------------------------------------
204B......................................................................... 204-011-121-005 if the grip was
ever installed on a Model 205B
helicopter.
204B, 205A, and 205A-1....................................................... 204-011-121-009, -117, -121 or
ASI-4011-121-9.
205A and 205A-1.............................................................. 204-011-121-005 or -113 if the
grip was ever installed on a
Model 205B helicopter.
205B......................................................................... 204-011-121-005, -009, -113, -
117, or -121.
210.......................................................................... 204-011-121-009 or -121.
212.......................................................................... 204-011-121-009, -121, or ASI-
4011-121-9.
----------------------------------------------------------------------------------------------------------------
(b) Unsafe Condition
This AD defines the unsafe condition as a crack in the main
rotor grip (grip), which could result in failure of a grip,
separation of a main rotor blade, and subsequent loss of control of
the helicopter.
(c) Other Affected ADs
This AD supersedes AD 2003-01-04, Amendment 39-13015 (68 FR
1955, January 15, 2003).
(d) Compliance
You are responsible for performing each action required by this
AD within the specified compliance time unless it has already been
accomplished prior to that time.
(e) Required Actions
(1) Within 10 hours time-in-service (TIS), create a component
history card or equivalent record and determine and record the total
hours TIS for each grip. If the total hours TIS cannot be determined
from the helicopter records, assume and record 50 hours TIS for each
month for which the hours cannot be determined. Continue to count
and record the hours TIS and begin to count and record the number of
times the helicopter engine(s) are started (engine start/stop
cycles).
(2) Within 10 hours TIS, and thereafter at intervals not to
exceed 25 hours TIS, without removing the main rotor blades:
(i) Clean the exposed surfaces of the upper and lower tangs of
each grip with denatured alcohol, and wipe dry.
(ii) Using a 10-power or higher magnifying glass, visually
inspect the exposed surfaces of the upper and lower tangs of each
grip for a crack. Pay particular attention to the lower surface of
each lower grip tang from the main rotor blade bolt-bushing flange
to the leading and trailing edge of each grip tang. See Figure 1 of
this AD.
[[Page 23642]]
[GRAPHIC] [TIFF OMITTED] TP20AP12.001
Table 2--Ultrasonic Inspection Intervals
----------------------------------------------------------------------------------------------------------------
Thereafter, at intervals not to
Within 30 days, exceed the following hours TIS or
or the following engine start/stop cycles, whichever
UT inspect grip, P/N: hours TIS for the occurs first:
grip, whichever -------------------------------------
occurs later: Engine start/stop
Hours TIS cycles
----------------------------------------------------------------------------------------------------------------
204-011-121-009 or ASI-4011-121-9...................... 4,000 400 1,600
204-011-121-121........................................ 500 150 600
204-011-121-005 or -113, if the grip was EVER installed 4,000 400 1,600
on a Model 205B helicopter............................
204-011-121-117, if the grip was NEVER installed on a 4,000 150 600
Model 205B helicopter.................................
204-011-121-117, if the grip was EVER installed on a 500 150 600
Model 205B helicopter.................................
----------------------------------------------------------------------------------------------------------------
The UT inspection of the grip must be performed by a Non-
Destructive Testing (NDT) UT Level I Special, Level II, or Level III
inspector who is qualified under the guidelines established by MIL-
STD-410E, ATA Specification 105, AIA-NAS-410, or an FAA-accepted
equivalent for qualification standards of NDT Inspection/Evaluation
Personnel.
[[Page 23643]]
Note 1: You can find the Nondestructive Inspection Procedure
attached to BHTI Alert Service Bulletin (ASB) No. 205B-02-39,
Revision B, dated November 22, 2002, or BHTI ASB No. 212 02-116,
Revision A, dated October 30, 2002.
(4) At intervals not to exceed 1,200 hours TIS or 24 months,
whichever occurs first:
(i) Remove each main rotor blade, and
(ii) Inspect each grip buffer pad on the inner surfaces of each
grip tang for delamination (see Figure 1 of this AD). If there is
any delamination, remove the buffer pad and inspect the grip surface
for corrosion or other damage.
Note 2: This inspection interval coincides with the main rotor
tension-torsion strap replacement times.
(5) Within 2,400 hours TIS, or at the next overhaul of the main
rotor hub, whichever occurs first, and thereafter at intervals not
to exceed 2,400 hours TIS:
(i) Remove each main rotor blade.
(ii) Remove each grip buffer pad (if installed) from the inner
surfaces of each grip tang.
(iii) Visually inspect the grip tang surfaces for corrosion or
other damage.
(iv) Fluorescent-penetrant inspect (FPI) the grip for a crack,
paying particular attention to the upper and lower grip tangs. When
inspecting any grip, P/N 204-011-121-005, -009, -113, or ASI-4011-
121-9, pay particular attention to the leading and trailing edges of
the grip barrel.
Note 3: FPI procedures are contained in BHTI Standard Practices
Manual, BHT-ALL-SPM.
(6) Before further flight:
(i) Replace any cracked grip with an airworthy grip.
(ii) Replace any grip with any corrosion or other damage with an
airworthy grip, or repair the grip if the corrosion or other damage
is within the maximum repair damage limitations found in the
applicable Component and Repair Overhaul Manual.
(iii) Replace any grip, P/N 204-011-121-009 or ASI-4011-121-9,
which has been in service for 15,000 or more hours TIS.
(iv) Replace any grip, P/N 204-011-121-121, which has been in
service for 25,000 or more hours TIS.
(7) Revise the Airworthiness Limitations sections of the
applicable maintenance manuals or the Instructions for Continued
Airworthiness (ICAs) by establishing a new retirement life of 15,000
hours TIS for grip P/N 204-011-121-009 or ASI-4011-121-9, and 25,000
hours TIS for grip P/N 204-011-121-121, by making pen and ink
changes or inserting a copy of this AD into the applicable
maintenance manual or ICAs.
(8) Record a 15,000 hours TIS life limit for each grip P/N 204-
011-121-009 or ASI-4011-121-9, and a 25,000 hours TIS life limit for
each grip P/N 204-011-121-121, on the applicable component history
card or equivalent record.
(f) Alternative Methods of Compliance (AMOCs)
(1) The Manager, Rotorcraft Certification Office, FAA, may
approve AMOCs for this AD. Send your proposal to: Michael Kohner,
Aviation Safety Engineer, Rotorcraft Certification Office, 2601
Meacham Blvd., Fort Worth, Texas 76137, telephone (817) 222-5170,
fax (817) 222-5783, email mike.kohner@faa.gov or 7-avs-asw-170@faa.gov.
(2) For operations conducted under a Part 119 operating
certificate or under Part 91, Subpart K, we suggest that you notify
your principal inspector, or lacking a principal inspector, the
manager of the local flight standards district office or certificate
holding district office before operating any aircraft complying with
this AD through an AMOC.
(g) Additional Information
(1) BHTI ASB No. 212-94-92, Revision A, dated March 13, 1995;
BHTI ASB No. 212-02-116, Revision A, dated October 30, 2002; BHTI
205B-02-39, Revision B, dated November 22, 2002; BHTI ASB No. 204-
02-58 and ASB No. 205-02-88, both dated November 26, 2002; BHTI ASB
No. 210-08-02, dated September 10, 2008; BHTI Operations Safety
Notice 204-85-6, 205-85-9, and 212-85-13, all dated November 14,
1985; and BHTI Information Letter, 204-08-23, 205-08-38, 205B-08-21,
and 212-08-62, Revision A, dated July 23, 2008; none of which are
incorporated by reference, contain additional information about the
subject of this AD.
(2) For service information identified in this AD, contact BHTI,
P.O. Box 482, Fort Worth, TX 76101, telephone (817) 280-3391, fax
(817) 280-6466, or at https://www.bellcustomer.com/files/. You may
review copies of this information at the FAA, Office of the Regional
Counsel, Southwest Region, 2601 Meacham Blvd., Room 663, Fort Worth,
Texas 76137.
(h) Subject
Joint Aircraft Service Component (JASC) Code: 6220: Main Rotor
Head.
Issued in Fort Worth, Texas, on April 11, 2012.
Lance T. Gant,
Acting Manager, Rotorcraft Directorate, Aircraft Certification Service.
[FR Doc. 2012-9569 Filed 4-19-12; 8:45 am]
BILLING CODE 4910-13-P
