Airworthiness Directives; Bell Helicopter Textron, Inc. (Bell) Helicopters, 4759-4762 [2013-00985]
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Rules and Regulations
Federal Register
Vol. 78, No. 15
Wednesday, January 23, 2013
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.
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA–2011–1188; Directorate
Identifier 2008–SW–46–AD; Amendment 39–
17171; AD 2012–17–08]
RIN 2120–AA64
Airworthiness Directives; Bell
Helicopter Textron, Inc. (Bell)
Helicopters
Federal Aviation
Administration (FAA), DOT.
ACTION: Final rule.
AGENCY:
We are superseding four
airworthiness directives related to the
main rotor yoke (yoke) on the Bell
Model 204B, 205A, 205A–1, 205B, and
212 helicopters, to retain certain
inspections and certain life limits, to
require an increased inspection
frequency for certain yokes, and to
expand these inspections and retirement
lives to other yokes. This airworthiness
directive is prompted by past reports of
cracks in the yoke, another recent report
of a cracked yoke, and the decision that
other yokes, approved based on
identicality, need to be subject to the
same inspection requirements and
retirement lives. The actions are
intended to detect a crack in a yoke to
prevent failure of the yoke, and
subsequent loss of control of the
helicopter.
SUMMARY:
DATES:
This AD is effective February 27,
2013.
For service information
identified in this AD, contact Bell
Helicopter Textron, Inc., 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 a copy of the
referenced service information at the
FAA, Office of the Regional Counsel,
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ADDRESSES:
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Southwest Region, 2601 Meacham
Blvd., Room 663, Fort Worth, Texas
76137.
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 AD, any
incorporated-by-reference service
information, the economic evaluation,
any comments received, and other
information. The street address for the
Docket Operations Office (phone: 800–
647–5527) is U.S. Department of
Transportation, Docket Operations
Office, M–30, West Building Ground
Floor, Room W12–140, 1200 New Jersey
Avenue SE., Washington, DC 20590.
FOR FURTHER INFORMATION CONTACT:
Michael Kohner, Aviation Safety
Engineer, Rotorcraft Certification Office,
Rotorcraft Directorate, FAA, 2601
Meacham Blvd., Fort Worth, TX 76137;
telephone (817) 222–5170; email 7-avsasw-170@faa.gov.
SUPPLEMENTARY INFORMATION:
Discussion
On November 2, 2011, at 76 FR 67628,
the Federal Register published our
notice of proposed rulemaking (NPRM),
which proposed to amend 14 CFR part
39 to include an AD that would apply
to Bell Model 204B, 205A, 205A–1,
205B, and 212 helicopters, with a yoke,
part number (P/N) AAI–4011–102 (all
dash numbers), ASI–4011–102 (all dash
numbers), or 204–011–102 (all dash
numbers), installed, certificated in any
category. That NPRM proposed to
supersede four previously-issued ADs
for the Bell Model 204, 205, and 212
series helicopters: AD 79–20–05,
Amendments 39–3572 (44 FR 55556,
September 27, 1979), 39–3626 (44 FR
70123, December 6, 1979), and 39–3662
(45 FR 6922, January 31, 1980); AD 81–
19–01, Amendment 39–4207 (46 FR
45595, September 14, 1981); AD 81–19–
02, Amendment 39–4208 (46 FR 45595,
September 14, 1981); and AD 93–05–01,
Amendment 39–8507 (58 FR 13700,
March 15, 1993). Those ADs required
inspecting certain yokes installed on
these helicopters, established retirement
life limits for these yokes, and required
operators to log additional hours against
the retirement life of the yokes for
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Model 212 helicopters conducting more
than four external load lifts per hour.
Since the issuance of those ADs,
certain yokes manufactured under a
parts manufacturer approval (PMA)
were identified as being susceptible to
the same cracking as the Bell
manufactured yokes. The NPRM
proposed retaining the requirements of
the existing ADs while expanding the
applicability to include yokes produced
under a PMA whose design approval
was based on identicality with the
affected Bell yoke. The NPRM also
proposed giving operators credit for the
accumulated operating time on certain
yokes covered by the superseded ADs.
The proposed requirements of this AD
were intended to prevent cracking of a
yoke, failure of the yoke, and
subsequent loss of control of the
helicopter.
Comments
We gave the public the opportunity to
participate in developing this AD, but
we did not receive any comments on the
NPRM (76 FR 67628, November 2,
2011).
Related Service Information
Bell issued Alert Service Bulletins
(ASBs) Nos. 204–92–36, 205–92–51, and
212–92–80, all dated October 23, 1992.
These ASBs specify replacing yoke P/N
204–011–102 (all dash numbers) by
December 31, 1993, with yoke P/N 212–
011–102–105 or –109, depending on the
helicopter configuration. The
replacement yokes are made from
stainless steel and have improved
design characteristics that address the
corrosion problems and are not subject
to any heavy lift cycle counting required
for previous yokes installed on the
Model 205B and 212 helicopters.
FAA’s Determination
We have reviewed the relevant
information and determined that an
unsafe condition is likely to exist or
develop on other products of these same
type designs and that air safety and the
public interest require adopting the AD
requirements as proposed except for
minor editorial changes and a change to
correct one instance of the word
‘‘Unfactored’’ to the word ‘‘Factored.’’ In
addition, the notes were removed to
prevent any misconception that they
were mandatory procedures. These
minor editorial changes are consistent
with the intent of the proposals in the
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Federal Register / Vol. 78, No. 15 / Wednesday, January 23, 2013 / Rules and Regulations
NPRM and will not increase the
economic burden on any operator nor
increase the scope of the AD.
Costs of Compliance
We estimate that this AD will affect
15 helicopters of U.S. Registry. We
estimate that operators may incur the
following costs in order to comply with
this AD. Reviewing the helicopter
records and determining the total
factored hours TIS will require about 3
work hours at an average labor rate of
$85 per hour, for a total cost of $255 per
helicopter and a total cost to the U.S.
operator fleet of $3,825. Removing the
yoke from the helicopter and performing
a visual inspection and MPI will require
about 35 work hours at an average labor
rate of $85 per work hour, for a total
cost of $2,975 per helicopter and a total
cost to the U.S. operator fleet of $44,625
per inspection cycle.
To replace a yoke will require about
32 work hours at an average labor rate
of $85 per hour for labor costs of $2,720
per helicopter, and required parts will
cost $40,157 for a total cost per
helicopter of $42,877 and a total cost to
the U.S. operator fleet of $643,155.
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.
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Regulatory Findings
This AD will not have federalism
implications under Executive Order
13132. This AD will not have a
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substantial direct effect on the States, on
the relationship between the national
government and the States, or on the
distribution of power and
responsibilities among the various
levels of government.
For the reasons discussed above, I
certify that this AD:
(1) Is not a ‘‘significant regulatory
action’’ under Executive Order 12866;
(2) Is not a ‘‘significant rule’’ under
DOT Regulatory Policies and Procedures
(44 FR 11034, February 26, 1979);
(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 AD and placed it in the AD docket.
(a) Applicability
List of Subjects in 14 CFR Part 39
(d) Effective Date
Air transportation, Aircraft, Aviation
safety, Incorporation by reference,
Safety.
This AD becomes effective February 27,
2013.
Adoption of the Amendment
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.
Accordingly, under the authority
delegated to me by the Administrator,
the FAA amends 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 Amendments 39–8507 (58 FR
13700, March 15, 1993); 39–4208 (46 FR
45595, September 14, 1981); 39–4207
(46 FR 45595, September 14, 1981); 39–
3662 (45 FR 6922, January 31, 1980);
39–3626 (44 FR 70123, December 6,
1979); and 39–3572 (44 FR 55556,
September 27, 1979); and by adding a
new airworthiness directive (AD) to
read as follows:
■
2012–17–08 Bell Helicopter Textron, Inc.
(Bell): Amendment 39–17171; Docket
No. FAA–2011–1188; Directorate
Identifier 2008–SW–46–AD.
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This AD applies to Model 204B, 205A,
205A–1, 205B, and 212 helicopters, with a
main rotor yoke (yoke), part number (P/N)
AAI–4011–102 (all dash numbers), ASI–
4011–102 (all dash numbers), or 204–011–
102 (all dash numbers), installed, certificated
in any category.
(b) Unsafe Condition
This AD defines the unsafe condition as a
crack in a yoke. This condition could result
in failure of a yoke, and subsequent loss of
control of the helicopter.
(c) Affected ADs
This AD supersedes AD 93–05–01,
Amendment 39–8507 (58 FR 13700, March
15, 1993); AD 81–19–02, Amendment 39–
4208 (46 FR 45595, September 14, 1981; AD
81–19–01, Amendment 39–4207 (46 FR
45595, September 14, 1981); and AD 79–20–
05, Amendments 39–3662 (45 FR 6922,
January 31, 1980), 39–3626 (44 FR 70123,
December 6, 1979), and 39–3572 (44 FR
55556, September 27, 1979).
(e) Compliance
(f) Required Actions
(1) For helicopters with yoke, P/N AAI–
4011–102 (all dash numbers) and ASI–4011–
102 (all dash numbers), installed, within 100
hours time-in-service (TIS):
(i) Create a component history card or
equivalent record for each yoke.
(ii) Determine the model for each
helicopter on which the yoke has been
installed from the time the yoke had zero
hours TIS.
(iii) In accordance with the rate per hour
categories shown in Table 1 to paragraph (f)
of this AD, categorize the accumulated
‘‘Factored Hours TIS’’ on each yoke by
determining the types of operation AND the
rate per hour of external load lifts for each
hour TIS accumulated on each yoke. One
external load lift occurs each time the
helicopter picks up an external load and
drops it off. For determining the proper rate
per hour category for external load
operations, any external load lift in which
the helicopter achieves a vertical altitude
difference of greater than 200 feet indicated
altitude between the pickup and drop-off
point counts as two external load lifts.
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Federal Register / Vol. 78, No. 15 / Wednesday, January 23, 2013 / Rules and Regulations
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TABLE 1 TO PARAGRAPH (f)—FACTORED HOURS TIS FOR A YOKE
[Number of unfactored hours TIS and factored hours TIS are examples for illustration purposes only]
Factored
hours TIS on
yoke
(unfactored
hours TIS ×
hours TIS
factor)
Helicopter model
Types of operation
Rate per hour of
external load
lifts and takeoffs
Yokes installed on any Model 204B, 205A,
or 205A–1 helicopter.
Yokes installed on any Model 205B or 212
helicopter.
All Operations ...................
All .....................
120
1
120
External Load Operations
1 to 5 ................
105
1
105
170
Internal Load Operations ..
5.1 to 8 .............
8.1 to 12 ...........
12.1 to 18 .........
18.1 to 32 .........
32.1 to 48 .........
more than 48 ....
Unknown ...........
All Takeoffs ......
1.5
2
3
5
7
9
7
1
Unfactored
hours TIS
Hours TIS
factor
50
2,025
........................
........................
........................
850
........................
........................
350
2,025
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Total Factored Hours TIS on Yoke (Summation of the Factored Hours TIS)
(iv) By reference to Table 1 to paragraph (f)
of this AD, enter the ‘‘Unfactored Hours TIS’’
for each category as determined by paragraph
(f)(1)(iii) of this AD. Calculate the ‘‘Factored
Hours TIS’’ by multiplying the ‘‘Unfactored
Hours TIS’’ by the ‘‘Hours TIS Factor.’’
Determine the accumulated ‘‘Total Factored
Hours TIS’’ on each yoke by adding the
factored hours TIS for each type of operation
and helicopter model. Tracking the Total
Factored Hours TIS is only for establishing a
retirement life and not for tracking inspection
intervals.
(v) Record the accumulated Total Factored
Hours TIS on the component history card or
equivalent record for each yoke.
(vi) Continue to factor the hours TIS for
each yoke by following paragraph (f)(1)(ii)
through (f)(1)(iv) of this AD, and record the
additional factored hours TIS on the
component history card or equivalent record.
(2) For helicopters with yoke, P/N 204–
011–102 (all dash numbers), installed, before
further flight:
(i) For hours TIS accumulated before the
effective date of this AD, calculate and record
the Total Factored Hours TIS as follows:
(A) For the Model 212 helicopters, 1 hour
TIS in which passenger or internal cargo was
carried equals 1 factored hour TIS; 1 hour
TIS where more than 4 external load lifts
occurred equals 5 factored hours TIS.
(B) For the Model 204 and 205 series
helicopters, 1 hour TIS equals 1 factored
hour TIS.
(ii) For hours TIS accumulated after the
effective date of this AD, calculate and record
the factored hours TIS on the yoke in
accordance with the requirements of
paragraphs (f)(1)(i) thorough (f)(1)(vi) of this
AD.
(3) Revise the Airworthiness Limitations
section of the applicable maintenance
manuals or the Instructions for Continued
Airworthiness (ICAs) by establishing a new
retirement life of 3,600 Total Factored Hours
TIS for each yoke, P/N AAI–4011–102 (all
dash numbers), ASI–4011–102 (all dash
numbers), or 204–011–102 (all dash
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3,450
numbers), by making pen and ink changes or
inserting a copy of this AD into the
Airworthiness Limitations section of the
maintenance manual or ICAs.
(4) Record a life limit of 3,600 Total
Factored Hours TIS for each yoke, P/N AAI–
4011–102 (all dash numbers), ASI–4011–102
(all dash numbers), or 204–011–102 (all dash
numbers), on the component history card or
equivalent record.
(5) Within 100 hours TIS or 600 hours TIS
since the last magnetic particle inspection
(MPI) of the yoke, whichever occurs later,
and thereafter at intervals not to exceed 600
hours TIS, for any yoke installed on any
Model 205B or 212 helicopter:
(i) Remove the yoke from the main rotor
hub assembly (hub). Using a 5-power or
higher magnifying glass, visually inspect
each pillow block bushing hole, spindle
radius, and center section web for any
corrosion or mechanical damage.
(ii) Perform an MPI of each yoke for a
crack.
(6) Within 100 hours TIS or 2,400 hours
TIS since the last MPI of the yoke, whichever
occurs later, and thereafter at intervals not to
exceed 2,400 hours TIS, for any yoke
installed on any Model 204B, 205A, or 205A–
1 helicopter:
(i) Remove the yoke from the hub. Using
a 5-power or higher magnifying glass,
visually inspect each pillow block bushing
hole, spindle radius, and center section web
for any corrosion or mechanical damage.
(ii) Perform an MPI of each yoke for a
crack.
(7) Before further flight, replace each yoke
with an airworthy yoke if:
(i) The yoke has 3,600 or more Total
Factored Hours TIS; or
(ii) The Total Factored Hours TIS for the
yoke is unknown and cannot be determined;
or
(iii) The yoke has any corrosion or
mechanical damage that exceeds any of the
maximum repair damage limits; or
(iv) The yoke has a crack.
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(g) Special Flight Permits
Special flight permits may only be issued
under 14 CFR 21.197 and 21.199 for the
purpose of operating the helicopter to a
location where the MPI requirements of
paragraphs (f)(5) or (f)(6) of this AD can be
performed.
(h) 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, Rotorcraft Directorate,
FAA, 2601 Meacham Blvd., Fort Worth, TX
76137; telephone (817) 222–5170; email 7avs-asw-170@faa.gov.
(2) For operations conducted under a 14
CFR part 119 operating certificate or under
14 CFR 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.
(i) Additional Information
Bell Alert Service Bulletin Nos. 204–92–36,
205–92–51, and 212–92–80, all dated October
23, 1992, which are not incorporated by
reference, contain additional information
about the subject of this AD. For service
information identified in this AD, contact
Bell Helicopter Textron, Inc., 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 a copy of this service information at
the FAA, Office of the Regional Counsel,
Southwest Region, 2601 Meacham Blvd.,
Room 663, Fort Worth, Texas 76137.
(j) Subject
Joint Aircraft Service Component (JASC)
Code: 6220: Main Rotor Head.
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Federal Register / Vol. 78, No. 15 / Wednesday, January 23, 2013 / Rules and Regulations
Issued in Fort Worth, Texas, on December
21, 2012.
Lance T. Gant,
Acting Directorate Manager, Rotorcraft
Directorate, Aircraft Certification Service.
[FR Doc. 2013–00985 Filed 1–22–13; 8:45 am]
BILLING CODE 4910–13–P
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA–2013–0022; Directorate
Identifier 2012–SW–004–AD; Amendment
39–17322; AD 2013–02–01]
RIN 2120–AA64
Airworthiness Directives; Bell
Helicopter Textron Canada Limited
(Bell) Helicopters
Federal Aviation
Administration (FAA), DOT.
ACTION: Final rule; request for
comments.
AGENCY:
We are adopting a new
airworthiness directive (AD) for Bell
Model 206L, 206L–1, 206L–3, and
206L–4 helicopters. This AD requires
inspecting certain hydraulic servo
actuator assemblies (servo) for a loose
nut, shaft, and clevis assembly,
modifying or replacing the servo as
necessary, and reidentifying the servo.
This AD is prompted by an investigation
after an accident and the determination
that there was a loose connection due to
improper lock washer installation.
These actions are intended to detect
loose or misaligned parts of the servo to
prevent failure of the servo and
subsequent loss of control of the
helicopter.
SUMMARY:
This AD becomes effective
February 7, 2013.
The Director of the Federal Register
approved the incorporation by reference
of a certain document February 7, 2013.
We must receive comments on this
AD by March 25, 2013.
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
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DATES:
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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 AD, the economic
evaluation 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 AD, contact Bell Helicopter Textron
Canada Limited, 12,800 Rue de l’Avenir,
Mirabel, Quebec J7J1R4; telephone (450)
437–2862 or (800) 363–8023; fax (450)
433–0272; or at https://
www.bellcustomer.com/files/. You may
review the referenced service
information at the FAA, Office of the
Regional Counsel, Southwest Region,
2601 Meacham Blvd., Room 663, Fort
Worth, Texas 76137.
Matt
Wilbanks, Aviation Safety Engineer,
Rotorcraft Certification Office,
Rotorcraft Directorate, FAA, 2601
Meacham Blvd., Fort Worth, Texas
76137; telephone (817) 222–5110; email
matt.wilbanks@faa.gov.
FOR FURTHER INFORMATION CONTACT:
SUPPLEMENTARY INFORMATION:
Comments Invited
This AD is a final rule that involves
requirements affecting flight safety, and
we did not provide you with notice and
an opportunity to provide your
comments prior to it becoming effective.
However, 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 resulted from
adopting this AD. The most helpful
comments reference a specific portion of
the AD, 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 them 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
rulemaking during the comment period.
We will consider all the comments we
receive and may conduct additional
rulemaking based on those comments.
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Discussion
Transport Canada Civil Aviation
(TCCA) has issued AD No. CF–2011–
19R1, Revision 1, dated December 7,
2011, to correct an unsafe condition for
the Bell Model 206L, 206L–1, 206L–3
helicopters, all serial numbers (S/N),
and Model 206L–4 helicopters, S/Ns
52001 through 52430, with servo, part
number (P/N) 206–076–062–103,
installed. TCCA advises that a ‘‘quality
escape’’ by a supplier occurred, and a
number of Bell servos may have a loose
nut, shaft, and clevis assembly.
According to TCCA, the loose
connection is due to improper lock
washer installation. TCAA advises that
this discrepancy is not traceable or
identifiable except by inspection and
that a ‘‘disconnect’’ of the affected
components may lead to loss of control
of the helicopter. TCAA states Revision
1 of its AD retains the mandated
inspections and corrective action in the
original issue of its AD but expands the
applicability to include all serialnumbered servos.
FAA’s Determination
These helicopter models are
manufactured in Canada and are type
certificated for operation in the United
States under the provisions of 14 CFR
21.29 and the applicable bilateral
agreement. Pursuant to the bilateral
agreement, TCCA has kept the FAA
informed of the situation described
above. We are issuing this AD because
we evaluated all information provided
by TCCA and determined the unsafe
condition is likely to exist or develop on
other helicopters of these same type
designs.
Related Service Information
Bell has issued Alert Service Bulletin
(ASB) No. 206L–11–169, Revision B,
dated August 29, 2011 (ASB), which
specifies, before next flight, unless
previously accomplished, a one-time
inspection for loose or misaligned parts
of the servos, P/N 206–076–062–103,
installed on Bell Model 206L, 206L–1,
and 206L–3 helicopters, all S/Ns, and
Model 206L–4 helicopters, S/Ns 52001
through 52430. TCCA classified this
ASB as mandatory and issued AD No.
CF–2011–19R1 to ensure the continued
airworthiness of these helicopters.
Differences Between This AD and the
TCAA AD
The TCCA AD requires you to return
the parts removed from service to the
manufacturer. This AD does not.
AD Requirements
This AD requires for each servo,
before further flight, retracting the boot
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]]>Agencies
[Federal Register Volume 78, Number 15 (Wednesday, January 23, 2013)]
[Rules and Regulations]
[Pages 4759-4762]
From the Federal Register Online via the Government Printing Office [www.gpo.gov]
[FR Doc No: 2013-00985]
========================================================================
Rules and Regulations
Federal Register
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Federal Register / Vol. 78, No. 15 / Wednesday, January 23, 2013 /
Rules and Regulations
[[Page 4759]]
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA-2011-1188; Directorate Identifier 2008-SW-46-AD;
Amendment 39-17171; AD 2012-17-08]
RIN 2120-AA64
Airworthiness Directives; Bell Helicopter Textron, Inc. (Bell)
Helicopters
AGENCY: Federal Aviation Administration (FAA), DOT.
ACTION: Final rule.
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SUMMARY: We are superseding four airworthiness directives related to
the main rotor yoke (yoke) on the Bell Model 204B, 205A, 205A-1, 205B,
and 212 helicopters, to retain certain inspections and certain life
limits, to require an increased inspection frequency for certain yokes,
and to expand these inspections and retirement lives to other yokes.
This airworthiness directive is prompted by past reports of cracks in
the yoke, another recent report of a cracked yoke, and the decision
that other yokes, approved based on identicality, need to be subject to
the same inspection requirements and retirement lives. The actions are
intended to detect a crack in a yoke to prevent failure of the yoke,
and subsequent loss of control of the helicopter.
DATES: This AD is effective February 27, 2013.
ADDRESSES: For service information identified in this AD, contact Bell
Helicopter Textron, Inc., 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 a copy of the referenced service information at
the FAA, Office of the Regional Counsel, Southwest Region, 2601 Meacham
Blvd., Room 663, Fort Worth, Texas 76137.
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 AD, any incorporated-by-reference
service information, the economic evaluation, any comments received,
and other information. The street address for the Docket Operations
Office (phone: 800-647-5527) is U.S. Department of Transportation,
Docket Operations Office, M-30, West Building Ground Floor, Room W12-
140, 1200 New Jersey Avenue SE., Washington, DC 20590.
FOR FURTHER INFORMATION CONTACT: Michael Kohner, Aviation Safety
Engineer, Rotorcraft Certification Office, Rotorcraft Directorate, FAA,
2601 Meacham Blvd., Fort Worth, TX 76137; telephone (817) 222-5170;
email 7-avs-asw-170@faa.gov.
SUPPLEMENTARY INFORMATION:
Discussion
On November 2, 2011, at 76 FR 67628, the Federal Register published
our notice of proposed rulemaking (NPRM), which proposed to amend 14
CFR part 39 to include an AD that would apply to Bell Model 204B, 205A,
205A-1, 205B, and 212 helicopters, with a yoke, part number (P/N) AAI-
4011-102 (all dash numbers), ASI-4011-102 (all dash numbers), or 204-
011-102 (all dash numbers), installed, certificated in any category.
That NPRM proposed to supersede four previously-issued ADs for the Bell
Model 204, 205, and 212 series helicopters: AD 79-20-05, Amendments 39-
3572 (44 FR 55556, September 27, 1979), 39-3626 (44 FR 70123, December
6, 1979), and 39-3662 (45 FR 6922, January 31, 1980); AD 81-19-01,
Amendment 39-4207 (46 FR 45595, September 14, 1981); AD 81-19-02,
Amendment 39-4208 (46 FR 45595, September 14, 1981); and AD 93-05-01,
Amendment 39-8507 (58 FR 13700, March 15, 1993). Those ADs required
inspecting certain yokes installed on these helicopters, established
retirement life limits for these yokes, and required operators to log
additional hours against the retirement life of the yokes for Model 212
helicopters conducting more than four external load lifts per hour.
Since the issuance of those ADs, certain yokes manufactured under a
parts manufacturer approval (PMA) were identified as being susceptible
to the same cracking as the Bell manufactured yokes. The NPRM proposed
retaining the requirements of the existing ADs while expanding the
applicability to include yokes produced under a PMA whose design
approval was based on identicality with the affected Bell yoke. The
NPRM also proposed giving operators credit for the accumulated
operating time on certain yokes covered by the superseded ADs.
The proposed requirements of this AD were intended to prevent
cracking of a yoke, failure of the yoke, and subsequent loss of control
of the helicopter.
Comments
We gave the public the opportunity to participate in developing
this AD, but we did not receive any comments on the NPRM (76 FR 67628,
November 2, 2011).
Related Service Information
Bell issued Alert Service Bulletins (ASBs) Nos. 204-92-36, 205-92-
51, and 212-92-80, all dated October 23, 1992. These ASBs specify
replacing yoke P/N 204-011-102 (all dash numbers) by December 31, 1993,
with yoke P/N 212-011-102-105 or -109, depending on the helicopter
configuration. The replacement yokes are made from stainless steel and
have improved design characteristics that address the corrosion
problems and are not subject to any heavy lift cycle counting required
for previous yokes installed on the Model 205B and 212 helicopters.
FAA's Determination
We have reviewed the relevant information and determined that an
unsafe condition is likely to exist or develop on other products of
these same type designs and that air safety and the public interest
require adopting the AD requirements as proposed except for minor
editorial changes and a change to correct one instance of the word
``Unfactored'' to the word ``Factored.'' In addition, the notes were
removed to prevent any misconception that they were mandatory
procedures. These minor editorial changes are consistent with the
intent of the proposals in the
[[Page 4760]]
NPRM and will not increase the economic burden on any operator nor
increase the scope of the AD.
Costs of Compliance
We estimate that this AD will affect 15 helicopters of U.S.
Registry. We estimate that operators may incur the following costs in
order to comply with this AD. Reviewing the helicopter records and
determining the total factored hours TIS will require about 3 work
hours at an average labor rate of $85 per hour, for a total cost of
$255 per helicopter and a total cost to the U.S. operator fleet of
$3,825. Removing the yoke from the helicopter and performing a visual
inspection and MPI will require about 35 work hours at an average labor
rate of $85 per work hour, for a total cost of $2,975 per helicopter
and a total cost to the U.S. operator fleet of $44,625 per inspection
cycle.
To replace a yoke will require about 32 work hours at an average
labor rate of $85 per hour for labor costs of $2,720 per helicopter,
and required parts will cost $40,157 for a total cost per helicopter of
$42,877 and a total cost to the U.S. operator fleet of $643,155.
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.
Regulatory Findings
This AD will not have federalism implications under Executive Order
13132. This AD will not have a substantial direct effect on the States,
on the relationship between the national government and the States, or
on the distribution of power and responsibilities among the various
levels of government.
For the reasons discussed above, I certify that this AD:
(1) Is not a ``significant regulatory action'' under Executive
Order 12866;
(2) Is not a ``significant rule'' under DOT Regulatory Policies and
Procedures (44 FR 11034, February 26, 1979);
(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 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.
Adoption of the Amendment
Accordingly, under the authority delegated to me by the
Administrator, the FAA amends 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. The FAA amends Sec. 39.13 by removing Amendments 39-8507 (58 FR
13700, March 15, 1993); 39-4208 (46 FR 45595, September 14, 1981); 39-
4207 (46 FR 45595, September 14, 1981); 39-3662 (45 FR 6922, January
31, 1980); 39-3626 (44 FR 70123, December 6, 1979); and 39-3572 (44 FR
55556, September 27, 1979); and by adding a new airworthiness directive
(AD) to read as follows:
2012-17-08 Bell Helicopter Textron, Inc. (Bell): Amendment 39-17171;
Docket No. FAA-2011-1188; Directorate Identifier 2008-SW-46-AD.
(a) Applicability
This AD applies to Model 204B, 205A, 205A-1, 205B, and 212
helicopters, with a main rotor yoke (yoke), part number (P/N) AAI-
4011-102 (all dash numbers), ASI-4011-102 (all dash numbers), or
204-011-102 (all dash numbers), installed, certificated in any
category.
(b) Unsafe Condition
This AD defines the unsafe condition as a crack in a yoke. This
condition could result in failure of a yoke, and subsequent loss of
control of the helicopter.
(c) Affected ADs
This AD supersedes AD 93-05-01, Amendment 39-8507 (58 FR 13700,
March 15, 1993); AD 81-19-02, Amendment 39-4208 (46 FR 45595,
September 14, 1981; AD 81-19-01, Amendment 39-4207 (46 FR 45595,
September 14, 1981); and AD 79-20-05, Amendments 39-3662 (45 FR
6922, January 31, 1980), 39-3626 (44 FR 70123, December 6, 1979),
and 39-3572 (44 FR 55556, September 27, 1979).
(d) Effective Date
This AD becomes effective February 27, 2013.
(e) 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.
(f) Required Actions
(1) For helicopters with yoke, P/N AAI-4011-102 (all dash
numbers) and ASI-4011-102 (all dash numbers), installed, within 100
hours time-in-service (TIS):
(i) Create a component history card or equivalent record for
each yoke.
(ii) Determine the model for each helicopter on which the yoke
has been installed from the time the yoke had zero hours TIS.
(iii) In accordance with the rate per hour categories shown in
Table 1 to paragraph (f) of this AD, categorize the accumulated
``Factored Hours TIS'' on each yoke by determining the types of
operation AND the rate per hour of external load lifts for each hour
TIS accumulated on each yoke. One external load lift occurs each
time the helicopter picks up an external load and drops it off. For
determining the proper rate per hour category for external load
operations, any external load lift in which the helicopter achieves
a vertical altitude difference of greater than 200 feet indicated
altitude between the pickup and drop-off point counts as two
external load lifts.
[[Page 4761]]
Table 1 to Paragraph (f)--Factored Hours TIS for a Yoke
[Number of unfactored hours TIS and factored hours TIS are examples for illustration purposes only]
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Factored hours
TIS on yoke
Rate per hour of external load Unfactored Hours TIS (unfactored
Helicopter model Types of operation lifts and takeoffs hours TIS factor hours TIS x
hours TIS
factor)
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Yokes installed on any Model 204B, 205A, All Operations............. All............................. 120 1 120
or 205A-1 helicopter.
Yokes installed on any Model 205B or 212 External Load Operations... 1 to 5.......................... 105 1 105
helicopter.
5.1 to 8........................ 1.5 ..............
8.1 to 12....................... 2 ..............
12.1 to 18...................... 3 ..............
18.1 to 32...................... 170 5 850
32.1 to 48...................... 7 ..............
more than 48.................... 9 ..............
Unknown......................... 50 7 350
Internal Load Operations... All Takeoffs.................... 2,025 1 2,025
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Total Factored Hours TIS on Yoke (Summation of the Factored Hours TIS) 3,450
--------------------------------------------------------------------------------------------------------------------------------------------------------
(iv) By reference to Table 1 to paragraph (f) of this AD, enter
the ``Unfactored Hours TIS'' for each category as determined by
paragraph (f)(1)(iii) of this AD. Calculate the ``Factored Hours
TIS'' by multiplying the ``Unfactored Hours TIS'' by the ``Hours TIS
Factor.'' Determine the accumulated ``Total Factored Hours TIS'' on
each yoke by adding the factored hours TIS for each type of
operation and helicopter model. Tracking the Total Factored Hours
TIS is only for establishing a retirement life and not for tracking
inspection intervals.
(v) Record the accumulated Total Factored Hours TIS on the
component history card or equivalent record for each yoke.
(vi) Continue to factor the hours TIS for each yoke by following
paragraph (f)(1)(ii) through (f)(1)(iv) of this AD, and record the
additional factored hours TIS on the component history card or
equivalent record.
(2) For helicopters with yoke, P/N 204-011-102 (all dash
numbers), installed, before further flight:
(i) For hours TIS accumulated before the effective date of this
AD, calculate and record the Total Factored Hours TIS as follows:
(A) For the Model 212 helicopters, 1 hour TIS in which passenger
or internal cargo was carried equals 1 factored hour TIS; 1 hour TIS
where more than 4 external load lifts occurred equals 5 factored
hours TIS.
(B) For the Model 204 and 205 series helicopters, 1 hour TIS
equals 1 factored hour TIS.
(ii) For hours TIS accumulated after the effective date of this
AD, calculate and record the factored hours TIS on the yoke in
accordance with the requirements of paragraphs (f)(1)(i) thorough
(f)(1)(vi) of this AD.
(3) Revise the Airworthiness Limitations section of the
applicable maintenance manuals or the Instructions for Continued
Airworthiness (ICAs) by establishing a new retirement life of 3,600
Total Factored Hours TIS for each yoke, P/N AAI-4011-102 (all dash
numbers), ASI-4011-102 (all dash numbers), or 204-011-102 (all dash
numbers), by making pen and ink changes or inserting a copy of this
AD into the Airworthiness Limitations section of the maintenance
manual or ICAs.
(4) Record a life limit of 3,600 Total Factored Hours TIS for
each yoke, P/N AAI-4011-102 (all dash numbers), ASI-4011-102 (all
dash numbers), or 204-011-102 (all dash numbers), on the component
history card or equivalent record.
(5) Within 100 hours TIS or 600 hours TIS since the last
magnetic particle inspection (MPI) of the yoke, whichever occurs
later, and thereafter at intervals not to exceed 600 hours TIS, for
any yoke installed on any Model 205B or 212 helicopter:
(i) Remove the yoke from the main rotor hub assembly (hub).
Using a 5-power or higher magnifying glass, visually inspect each
pillow block bushing hole, spindle radius, and center section web
for any corrosion or mechanical damage.
(ii) Perform an MPI of each yoke for a crack.
(6) Within 100 hours TIS or 2,400 hours TIS since the last MPI
of the yoke, whichever occurs later, and thereafter at intervals not
to exceed 2,400 hours TIS, for any yoke installed on any Model 204B,
205A, or 205A-1 helicopter:
(i) Remove the yoke from the hub. Using a 5-power or higher
magnifying glass, visually inspect each pillow block bushing hole,
spindle radius, and center section web for any corrosion or
mechanical damage.
(ii) Perform an MPI of each yoke for a crack.
(7) Before further flight, replace each yoke with an airworthy
yoke if:
(i) The yoke has 3,600 or more Total Factored Hours TIS; or
(ii) The Total Factored Hours TIS for the yoke is unknown and
cannot be determined; or
(iii) The yoke has any corrosion or mechanical damage that
exceeds any of the maximum repair damage limits; or
(iv) The yoke has a crack.
(g) Special Flight Permits
Special flight permits may only be issued under 14 CFR 21.197
and 21.199 for the purpose of operating the helicopter to a location
where the MPI requirements of paragraphs (f)(5) or (f)(6) of this AD
can be performed.
(h) 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,
Rotorcraft Directorate, FAA, 2601 Meacham Blvd., Fort Worth, TX
76137; telephone (817) 222-5170; email 7-avs-asw-170@faa.gov.
(2) For operations conducted under a 14 CFR part 119 operating
certificate or under 14 CFR 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.
(i) Additional Information
Bell Alert Service Bulletin Nos. 204-92-36, 205-92-51, and 212-
92-80, all dated October 23, 1992, which are not incorporated by
reference, contain additional information about the subject of this
AD. For service information identified in this AD, contact Bell
Helicopter Textron, Inc., 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 a copy of this service
information at the FAA, Office of the Regional Counsel, Southwest
Region, 2601 Meacham Blvd., Room 663, Fort Worth, Texas 76137.
(j) Subject
Joint Aircraft Service Component (JASC) Code: 6220: Main Rotor
Head.
[[Page 4762]]
Issued in Fort Worth, Texas, on December 21, 2012.
Lance T. Gant,
Acting Directorate Manager, Rotorcraft Directorate, Aircraft
Certification Service.
[FR Doc. 2013-00985 Filed 1-22-13; 8:45 am]
BILLING CODE 4910-13-P
